For Flight Training Reference Only
NOTICE
AT THE TIME OF ISSUANCE, THIS INFOR
MATION MANUAL WAS AN EXACT DUPLI
CATE OF THE OFFICIAL PILOT'S OPERAT
ING
HANDBOOK AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL AND IS TO BE
USED FOR GENERAL PURPOSES ONLY.
IT WILL
NOT
THEREFORE,
BE
KEPT
CANNOT
CURRENT AND,
BE
USED
AS
A
SUBSTITUTE FOR THE OFFICIAL PILOT'S
OPERATING
HANDBOOK
APPROVED AIRPLANE
AND
FAA
FLIGHT MANUAL
INTENDED FOR OPERATION OF THE AIR
PLANE.
CESSNA AIRCRAFT COMPANY
1 JULY 1979
For Flight Training Reference Only
INFORMATION MANUAL
CESSNA AIRCRAFT COMPANY
1980 MODEL 152
CESSNA AIRCRAFT COMPANY
M.mb.r of GAMA
WICHITA, KANSAS, USA
1 July 1979
D1170-13-RPC-1OOOO-12/79
For Flight Training Reference Only
iii
PERFORMANCE-
CESSNA
SPECIFICATIONS
MODEL 152
PERFORMANCE - SPECIFICATIONS
*SPEED:
Maximum at Sea Level
110 KNOTS
Cruise, 75% Power at 8000 Ft
107 KNOTS
CRUISE: Recommended lean mixture with fuel allowance for
engine start, taxi, takeoff, climb and 45 minutes
reserve.
75% Power at 8000 Ft
24.5 Gallons Usable Fuel
75% Power at 8000 Ft
. '
37.5 Gallons Usable Fuel
Maximum Range at 10,000 Ft
Range
320 NM
Time
3.1 HRS
Range
Time
545 NM
5.2 HRS
Range
415 NM
Time
5.2 HRS
Range
690 NM
Time
RATE OF CLIMB AT SEA LEVEL
8.7 HRS
715 FPM
SERVICE CEILING
14,700 FT
TAKEOFF PERFORMANCE:
Ground Roll
725 FT
24.5 Gallons Usable Fuel
Maximum Range at 10,000 Ft
37.5 Gallons Usable Fuel
Total Distance Over 50-Ft Obstacle
1340 FT
LANDING PERFORMANCE:
Ground Roll
475 FT
Total Distance Over 50-Ft Obstacle
1200 FT
STALL SPEED (CAS):
Flaps Up, Power Off
Flaps Down, Power Off
r
48 KNOTS
43 KNOTS
n
n
MAXIMUM WEIGHT:
Ramp
1675 LBS
Takeoff or Landing
1670 LBS
—
STANDARD EMPTY WEIGHT:
152
1109 LBS
152 II
1142 LBS
MAXIMUM USEFUL LOAD:
152
566 LBS
152 II
533 LBS
BAGGAGE ALLOWANCE
WING LOADING: Pounds/Sq Ft
120 LBS
10.5
POWER LOADING: Pounds/HP
15.2
FUEL CAPACITY: Total
Standard Tanks
26 GAL.
Long Range Tanks
39 GAL.
OIL CAPACITY
6 QTS
ENGINE: Avco Lycoming
O-235-L2C
n
110 BHP at 2550 RPM
PROPELLER: Fixed Pitch, Diameter
69 IN.
"Speed performance is shown for an airplane equipped with optional speed fairings,
which increas-3 the speeds by approximately 2 knots. There is a corresponding difference
in range, while all other performance figures are unchanged when speed fairings are
n
installed.
1 July 1979
For Flight Training Reference Only
n
TABLE OF CONTENTS
CESSNA
MODEL 152
_
TABLE OF CONTENTS
SECTION
GENERAL
1
LIMITATIONS
2
EMERGENCY PROCEDURES
3
NORMAL PROCEDURES
4
PERFORMANCE
5
WEIGHT & BALANCE/
EQUIPMENT LIST
6
AIRPLANE & SYSTEMS
DESCRIPTIONS
7
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
8
SUPPLEMENTS
(Optional Systems Description
& Operating Procedures)
9
n
iv
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 1
GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
Page
Three View
Introduction
Descriptive Data
Engine
Propeller
Fuel
Oil
1-2
1-3
1-3
1-3
1-3
1-3
1-4
Maximum Certificated Weights
1-5
Standard Airplane Weights
1-5
Cabin And Entry Dimensions
1-5
Baggage Space Dimensions
1-5
Specific Loadings
1-5
Symbols, Abbreviations And Terminology
1-5
General Airspeed Terminology And Symbols
1-5
Meteorological Terminology
1-6
Engine Power Terminology
Airplane Performance And Flight Planning Terminology
Weight And Balance Terminology
1 July 1979
For Flight Training Reference Only
.
.
.
1-7
1-7
1-7
1-1
CESSNA
SECTION 1
MODEL 152
GENERAL
n
n
n
1.
Wing span shown with conical camber wing
tips and strobe lights installed.
If standard
wing tips without strobe lights are installed,
wing span is 32' - 8 1/2".
2.
Maximum height shown with nose gear
depressed, all tires and nose strut prop
erly inflated and flashing beacon installed.
3.
Wheel base length is 58".
4.
Propeller ground clearance is 12'
5.
Wing area is 159 1/2 square feet.
Minimum turning radius [sfcpivot point to
outboard wing tip) is 24' - 8".
n
n
n
H
n
n
Figure 1-1.
Three View
1 July 1979
1-2
For Flight Training Reference Only
n
CESSNA
MODEL 152
SECTION i
GENERAL
INTRODUCTION
This handbook contains 9 sections, and includes the material require!
to be furnished to the pilot by CAR Part 3. It also contains supplementa
data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. I
also contains definitions or explanations of symbols, abbreviations, am
terminology commonly used.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1.
Engine Manufacturer: Avco Lycoming.
Engine Model Number: O-235-L2C.
Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally
opposed, carburetor equipped, four-cylinder engine with 233.3 cu. in
displacement.
Horsepower Rating and Engine Speed: HO rated BHP at 2550 RPM.
PROPELLER
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: 1A103/TCM6958.
Number of Biades: 2.
Propeller Diameter, Maximum: 69 inches.
Minimum: 67.5 inches.
Propeller Type: Fixed pitch.
FUEL
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
NOTE
Isopropyl alcohol or ethylene glycol monomethyl ether
may be added to the fuel supply. Additive concentrations
shall not exceed 1% for isopropyl alcohol or .15% for
ethylene glycol monomethyl ether. Refer to Section 8 for
additional information.
1 July 1979
For Flight Training Reference Only
1-E
SECTION 1
GENERAL
CESSNA
MODEL 152
Fuel Capacity:
n
Standard Tanks:
Total Capacity: 26 gallons.
Total Capacity Each Tank: 13 gallons.
Total Usable: 24.5 gallons.
n
Long Range Tanks:
Total Capacity: 39 gallons.
Total Capacity Each Tank: 19.5 gallons.
n
Total Usable: 37.5 gallons.
NOTE
Due to cross-feeding between fuel tanks, the tanks should
be re-topped after each refueling to assure maximum
—
capacity.
OIL
_
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish
supply during first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
NOTE
The airplane was delivered from the factory with a corro
sion preventive aircraft engine oil. This oil should be
drained after the first 25 hours of operation.
MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first
50 hours or oil consumption has stabilized.
Recommended Viscosity for Temperature Range:
MIL-L-6082 Aviation Grade Straight Mineral Oil:
SAE 50 above 16°C (60°F).
SAE 40 between -1°C (30°F) and 32°C (90°F).
SAE 30 between -18°C (0°F) and 21°C (70°F).
SAE 20 below -12°C (10°F).
MIL-L-22851 Ashless Dispersant Oil:
SAE 40 or SAE 50 above 16°C (60°F).
SAE 40 between -1°C (30°F) and 32°C (90°F).
SAE 30 or SAE 40 between -18°C (0°F) and 21°C (70°F).
SAE 30 below -12°C (10°F).
Oil Capacity:
Sump: 6 Quarts.
i
Total: 7 Quarts (if oil filter installed).
1-4
1 July 1979
For Flight Training Reference Only
n
CESSNA
MODEL 152
SECTION 1
GENERAL
MAXIMUM CERTIFICATED WEIGHTS
Ramp: 1675 lbs.
Takeoff: 1670 lbs.
Landing: 1670 lbs.
Weight in Baggage Compartment:
Baggage Area 1 (or passenger on child's seat)-Station 50 to 76: 120 lbs.
See note below.
Baggage Area 2 - Station 76 to 94: 40 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage
areas 1 and 2 is 120 lbs;
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight, 152: 1109 lbs.
152 II: 1142 lbs.
Maximum Useful Load, 152: 566 lbs.
152 II: 533 lbs.
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.
BAGGAGE SPACE DIMENSIONS
Baggage area dimensions are illustrated in detail in Section 6.
SPECIFIC LOADINGS
Wing Loading: 10.5 lbs./sq. ft.
Power Loading: 15.2 lbs./hp.
SYMBOLS, ABBREVIATIONS AND
TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS
Knots Calibrated Airspeed is indicated airspeed corrected
for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard
atmosphere at sea level.
1 July 1979
For Flight Training Reference Only
1-5
SECTION 1
CESSNA
GENERAL
MODEL 152
KIAS
Knots Indicated Airspeed is the speed shown on the
airspeed indicator and expressed in knots.
KTAS
Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.
VA
Manuevering Speed is the maximum speed at which you
may use abrupt control travel.
Vpg
Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended
position.
Maximum Structural Cruising Speed is the speed that
should not be exceeded except in smooth air, then only with
caution.
VNE
Never Exceed Speed is the speed limit that may not be
exceeded at any time.
Vg
~
Stalling Speed or the minimum steady flight speed at
which the airplane is controllable.
V«
Stalling Speed or the minimum steady flight speed at
which the airplane is controllable in the landing configu
ration at the most forward center of gravity.
V..
Best Angle-of-Climb Speed is the speed which results in
the greatest gain of altitude in a given horizontal distance.
Vv
Best Rate-of-Climb Speed is the speed which results in the
greatest gain in altitude in a given time.
METEOROLOGICAL TERMINOLOGY
OAT
Outside Air Temperature is the free air static temperature.
"
It is expressed in either degrees Celsius or degrees Fah
renheit.
Standard
Tempera-
Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of altitude.
_
ture
Pressure
Altitude
Pressure Altitude is the altitude read from an altimeter
when the altimeter's barometric scale has been set to 29.92
inches of mercury (1013 mb).
1-6
1 July 1979
For Flight Training Reference Only
_
CESSNA
MODEL 152
SECTION 1
GENERAL
ENGINE POWER TERMINOLOGY
BHP
Brake Horsepower is the power developed by the engine.
RPM
Revolutions Per Minute is engine speed.
Static
RPM
Static RPM is engine speed attained during a full-throttle
engine runup when the airplane is on the ground and
stationary.
AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Demon-
Demonstrated Crosswind Velocity is the velocity of the
strated
Crosswind
Velocity
crosswind component for which adequate control of the
airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not
considered to be limiting.
Usable Fuel
Usable Fuel is the fuel available for flight planning.
Unusable
Unusable Fuel is the quantity of fuel that can not be safely
Fuel
used in flight.
GPH
Gallons Per Hour is the amount
of fuel (in gallons)
consumed per hour.
NMPG
Nautical Miles Per Gallon is the distance (in nautical
miles) which can be expected per gallon of fuel consumed
at a specific engine power setting and/or flight configura
tion.
g
g is acceleration due to gravity.
WEIGHT AND BALANCE TERMINOLOGY
Reference
Datum
Reference Datum is an imaginary vertical plane from
which all horizontal distances are measured for balance
purposes.
Station
Station is a location along the airplane fuselage given in
terms of the distance from the reference datum.
Arm
Arm is the horizontal distance from the reference datum to
the center of gravity (C.G.) of an item.
Moment
Moment is the product of the weight of an item multiplied
1 July 1979
1.7
For Flight Training Reference Only
SECTION 1
CESSNA
MODEL 152
GENERAL
by its arm. (Moment divided by the constant 1000 is used in
this handbook to simplify balance calculations by reduc
ing the number of digits.)
Center of
Gravity
Center of Gravity is the point at which an airplane, or
equipment, would balance if suspended. Its distance from
(C.G.)
the reference datum is found by dividing the total moment
by the total weight of the airplane.
C.G.
Arm
Center of Gravity Arm is the arm obtained by adding the
airplane's individual moments and dividing the sum by
the total weight.
C.G.
Center of Gravity Limits are the extreme center of gravity
Limits
locations within which the airplane must be operated at a
given weight.
Standard
Standard Empty Weight is the weight of a standard air
Empty
Weight
plane, including unusable i'uel, full operating fluids and
full engine oil.
Basic Empty
Basic Empty Weight is the standard empty weight plus the
Weight
weight of optional equipment.
Useful
Useful Load is the difference between ramp weight and the
Load
basic empty weight.
Maximum
Maximum Ramp Weight is the maximum weight approved
Ramp
for ground maneuver. (It includes the weight of start, taxi
Weight
and runup fuel.)
Maximum
Maximum Takeoff Weight is the maximum weight ap
Takeoff
proved for the start of the takeoff run.
Weight
Maximum
Maximum Landing Weight is the maximum weight ap
Landing
proved for the landing touchdown.
n
n
Weight
Tare
Tare is the weight of chocks, blocks, stands, etc. used when
weighing an airplane, and is included in the scale read
ings. Tare is deducted from the scale reading to obtain the
actual (net) airplane weight.
n
n
1-8
1 July 1979
For Flight Training Reference Only
CESSNA
SECTIOi
MODEL 152
3
LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Page
Introduction
Airspeed Limitations
Airspeed Indicator Markings
Power Plant Limitations
Power Plant Instrument Markings
Weight Limits
Center Of Gravity Limits
Maneuver Limits
2-3
2-4
2-4
2-5
2-5
2-5
2-6
Flight Load Factor Limits
Kinds Of Operation Limits
Fuel Limitations
Other Limitations
Flap Limitations
Placards
2-6
2-6
2-7
2-7
2-7
2-8
1 July 1979
2-3
2-1/(2-2 blank)
For Flight Training Reference Only
CESSNA
SECTION 2
LIMITATIONS
MODEL 152
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its engine,
standard systems and standard equipment. The limitations included in
this section and in Section 9 have been approved by the Federal Aviation
Administration. Observance of these operating limitations is required by
Federal Aviation Regulations.
NOTE
Refer to Section 9 of this Pilot's Operating Handbook for
amended operating limitations, operating procedures,
performance data and other necessary information for
airplanes equipped with specific options.
Your Cessna is certificated under FAA Type Certificate No. 3A19 as
Cessna Model No. 152.
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
figure 2-1.
SPEED
VNE
vN0
Never Exceed Speed
KCAS
KIAS
145
149
REMARKS
Do not exceed this speed in
any operation.
Maximum Structural
108
111
Cruising Speed
Do not exceed this speed
except in smooth air, and
then only with caution.
vA
VFE
Maneuvering Speed:
1670 Pounds
101
104
1500 Pounds
96
98
control movements above
1350 Pounds
91
93
this speed.
87
85
with flaps down.
145
149
Maximum Flap Extended
Speed
Do not exceed this speed
Maximum Window Open
Speed
Figure 2-1.
Do not make full or abrupt
Do not exceed this speed with
windows open.
Airspeed Limitations
1 July 1979
2-3
For Flight Training Reference Only
CESSNA
SECTION 2
MODEL 152
LIMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in figure 2-2.
MARKING
White Arc
KIAS VALUE
SIGNIFICANCE
OR RANGE
35 - 85
Full Flap Operating Range.
Lower
limit is maximum weight Vg
landing configuration.
in
Upper limit
is maximum speed permissible with
flaps extended.
Green Arc
40 - 111
Normal Operating Range.
Lower limit
is maximum weight Vg at most forward
C.G. with flaps retracted.
Upper limit
is maximum structural cruising speed.
Yellow Arc
Operations must be conducted with
111 - 149
caution and only in smooth air.
149
Red Line
Figure 2-2.
"
Maximum speed for all operations.
Airspeed Indicator Markings
POWER PLANT LIMITATIONS
Engine Manufacturer: Avco Lycoming.
Engine Model Number: O-235-L2C.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power: 110 BHP rating.
Maximum Engine Speed: 2550 RPM.
NOTE
The static RPM range at full throttle (carburetor heat off
and mixture leaned to maximum RPM) is 2280 to 2380 RPM.
Maximum Oil Temperature: 245°F (118°C).
Oil Pressure, Minimum: 25 psi.
Maximum:
Propeller Model Number: 1A103/TCM6958.
Propeller Diameter, Maximum: 69 inches.
71
Minimum: 67.5 inches.
1 July 1979
For Flight Training Reference Only
n
r
115 psi.
Propeller Manufacturer: McCauley Accessory Division.
2-4
n
n
SECTION 2
CESSNA
LIMITATIONS
MODEL 152
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code significance
are shown in figure 2-3.
GREEN ARC
RED LINE
INSTRUMENT
NORMAL
MINIMUM
RED LINE
MAXIMUM
LIMIT
OPERATING
LIMIT
Tachometer:
Sea Level
1900 - 2350 RPM
4000 Feet
1900 - 2450 RPM
8000 Feet
1900 - 2550 RPM
Oil Temperature
25 psi
Oil Pressure
Fuel Quantity
2550 RPM
100° - 245°F
245° F
60 - 90 psi
115 psi
E
(0.75 Gal. Unusable
Each Tank)
4.5 - 5.4 in. Hg
Suction
Figure 2-3.
-
—
Power Plant Instrument Markings
WEIGHT LIMITS
Maximum Ramp Weight: 1675 lbs.
Maximum Takeoff Weight: 1670 lbs.
Maximum Landing Weight:
1670 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area 1 (or passenger on child's seat) - Station 50 to 76: 120 lbs.
See note below.
Baggage Area 2 - Station 76 to 94: 40 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage
areas 1 and 2 is 120 lbs.
CENTER OF GRAVITY LIMITS
Center of Gravity Range:
Forward: 31.0 inches aft of datum at 1350 lbs. or less, with straight line
variation to 32.65 inches aft of datum at 1670 lbs.
1 July 1979
2-5
For Flight Training Reference Only
■
SECTION 2
LIMITATIONS
CESSNA
MODEL 152
Aft: 36.5 inches aft of datum at all weights.
_
Reference Datum: Front face of firewall.
MANEUVER LIMITS
This airplane is certificated in the utility category and is designed for
limited aerobatic flight. In the acquisition of various certificates such as
commercial pilot and flight instructor, certain maneuvers are required.
All of these maneuvers are permitted in this airplane.
No aerobatic maneuvers are approved except those listed below:
MANEUVER
r
RECOMMENDED ENTRY SPEED*
Chandelles
Lazy Eights
Steep Turns
Spins
Stalls (Except Whip Stalls)
95 knots
95 knots
95 knots
Use Slow Deceleration
Use Slow Deceleration
"Higher speeds can be used if abrupt use of the controls is avoided.
The baggage compartment and/or child's seat must not be occupied
during aerobatics.
Aerobatics that may impose high loads should not be attempted. The
important thing to bear in mind in flight maneuvers is that the airplane is
clean in aerodynamic design and will build up speed quickly with me nose
down. Proper Speed control is an essential requirement for execution of
any maneuver, and care should always be exercised to avoid excessive
—
speed which in turn can impose excessive loads. In the execution of all
maneuvers, avoid abrupt use of controls.
FLIGHT LOAD FACTOR LIMITS
Flight Load Factors:
*Flaps Up:
+4.4g, -1.76g
*Flaps Down: +3.5g
_
"The design load factors are 150% of the above, and in all cases, the
structure meets or exceeds design loads.
KINDS OF OPERATION LIMITS
The airplane is equipped for day VFR and may be equipped for night
VFR and/or IFR operations. FAR Part 91 establishes the minimum
required instrumentation and equipment for these operations. The refer-
2-6
1 July 1979
For Flight Training Reference Only
~
CESSNA
MODEL 152
SECTION 2
LIMITATIONS
ence to types of flight operations on the operating limitations placard
reflects
equipment installed
at the time of Airworthiness Certificate
issuance.
Flight into known icing conditions is prohibited.
FUEL LIMITATIONS
2 Standard Tanks: 13 U.S. gallons each.
Total Fuel: 26 U.S. gallons.
Usable Fuel (all flight conditions): 24.5 U.S. gallons.
Unusable Fuel: 1.5 U.S. gallons.
2 Long Range Tanks: 19.5 U.S. gallons each.
Total Fuel: 39 U.S. gallons.
Usable Fuel (all flight conditions): 37.5 U.S. gallons.
Unusable Fuel: 1.5 U.S. gallons.
NOTE
Due to cross-feeding between fuel tanks, the tanks should
be re-topped after each refueling to assure maximum
capacity.
Takeoffs have not been demonstrated with less than 2 gallons of total fuel
(1 gallon per tank).
Fuel remaining in the tank after the fuel quantity indicator reads empty
(red line) cannot be safely used in flight.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
OTHER LIMITATIONS
FLAP LIMITATIONS
Approved Takeoff Range: 0° to 10°.
Approved Landing Range: 0° to 30°.
1 July 1979
For Flight Training Reference Only
2-7
"
CESSNA
MODEL 152
SECTION 2
LIMITATIONS
PLACARDS
The following information must be displayed in the form of composite
or individual placards.
1.
In
full
shown
view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry,
on
the
example
below,
will
vary
as
the
airplane
is
equipped).
The markings and placards installed in this airplane contain
operating limitations which must be complied with when operat
n
n
ing this airplane in the Utility Category. Other operating limita
tions which must be complied with when operating this airplane
in this category are contained in the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual.
NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE
LISTED BELOW
Rec. Entry
Maneuver
Rec. Entry
Speed
Maneuver
Chandelles
95 KIAS
Spins
Lazy 8's
95 KIAS
Stalls (Ex
Steep Turns
95 KIAS
cept Whip
Speed
Slow Decel.
Stalls)
Slow Decel.
n
Intentional spins prohibited with flaps extended.
Flight into known icing conditions prohibited.
This airplane is certified for the following flight operations as of
date of original airworthiness certificate:
n
DAY—NIGHT—VFR—IFR
2.
n
In the baggage compartment:
120 LBS. MAXIMUM BAGGAGE AND/OR AUXILIARY SEAT PAS
SENGER.
FOR
ADDITIONAL
LOADING
INSTRUCTIONS
SEE
WEIGHT AND BALANCE DATA.
1 July 1979
2-8
For Flight Training Reference Only
CESSNA
MODEL 152
3.
SECTION 2
LIMITATIONS
Near fuel shutoff valve (standard tanks):
FUEL - 24.5 GALS - ON-OFF
Near fuel shutoff valve (long range tanks):
FUEL- 37.5 GALS - ON-OFF
4.
Near fuel tank filler cap (standard tanks):
FUEL
100LL/100 MIN. GRADE AVIATION GASOLINE
CAP. 13 U.S. GAL.
Near fuel tank filler cap (long range tanks):
FUEL
100LL/ 100 MIN. GRADE AVIATION GASOLINE
CAP. 19.5 U.S. GAL.
CAP 13.0 U.S. GAL. TO BOTTOM OF FILLER COLLAR
5.
On the instrument panel near the altimeter:
SPIN RECOVERY
1.
VERIFY AILERONS NEUTRAL AND THROTTLE CLOSED
3.
MOVE CONTROL WHEEL BRISKLY FORWARD TO BREAK
4.
NEUTRALIZE RUDDER AND RECOVER FROM DIVE
2.
APPLY FULL OPPOSITE RUDDER
STALL
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 2
LIMITATIONS
6.
A calibration card is provided to indicate the accuracy of the
magnetic compass in 30° increments.
7.
On oil filler cap:
8.
On control lock:
"
n
CONTROL LOCK - REMOVE BEFORE STARTING ENGINE
9.
p
Near airspeed indicator:
MANEUVER SPEED - 104 KIAS
n
n
2-10
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction
Airspeeds For Emergency Operation
Page
3-3
3-3
OPERATIONAL CHECKLISTS
Engine Failures
Engine Failure During Takeoff Run
3-3
3-3
Engine Failure Immediately After Takeoff
3-3
Engine Failure During Flight
3-4
Forced Landings
3-4
Emergency Landing Without Engine Power
3-4
Precautionary Landing With Engine Power
3-4
3-4
3-5
3-5
3-5
3-6
Ditching
Fires
During Start On Ground
Engine Fire In Flight
Electrical Fire In Flight
Cabin Fire
Wing Fire
Icing
Inadvertent Icing Encounter
3-6
3-7
Landing With A Flat Main Tire
3-8
Electrical Power Supply System Malfunctions
3-8
3-7
3-7
Ammeter Shows Excessive Rate Of Charge
(Full Scale Deflection)
3-8
Low-Voltage Light Illuminates During Flight
(Ammeter Indicates Discharge)
3-8
AMPLIFIED PROCEDURES
Engine Failure
Forced Landings
3-9
3-10
Landing Without Elevator Control
3-10
Fires
3-10
1 July 1979
3-1
For Flight Training Reference Only
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 152
TABLE OF CONTENTS (Continued)
mergency Operation In Clouds (Vacuum System Failure)
Executing A 180° Turn In Clouds
Page
.
.
.
3-11
3-11
Emergency Descent Through Clouds
3-11
Recovery From A Spiral Dive
Inadvertent Flight Into Icing Conditions
3-12
Spins
3-12
Rough Engine Operation Or Loss Of Power
3-13
—
3-12
Carburetor Icing
3-13
Spark Plug Fouling
Magneto Malfunction
3-13
3-14
Low Oil Pressure
Electrical Power Supply System Malfunctions
Excessive Rate Of Charge
—
_
3-14
3-14
3-14
1
P
n
n
n
3-2
1 July 1979
For Flight Training Reference Only
CESSNA
SECTION 3
MODEL 152
EMERGENCY PROCEDURES
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with
emergencies that may occur. Emergencies caused by airplane or engine
malfunctions
are extremely rare
if proper preflight inspections
and
maintenance are practiced. Enroute weather emergencies can be minim
ized or eliminated by careful flight planning and good judgment when
unexpected weather is encountered. However, should an emergency arise,
the basic guidelines described in this section should be considered and
applied as
necessary to
correct the problem.
Emergency procedures
associated with ELT and other optional systems can be found in Section 9.
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff
Maneuvering Speed:
60 KIAS
1670 Lbs
104 KIAS
1500 Lbs
98 KIAS
1350 Lbs
93 KIAS
Maximum Glide
60 KIAS
Precautionary Landing With Engine Power
55 KIAS
Landing Without Engine Power:
Wing Flaps Up
65 KIAS
Wing Flaps Down
60 KIAS
OPERATIONAL CHECKLISTS
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1.
Throttle -- IDLE.
2.
Brakes -- APPLY.
3.
Wing Flaps - RETRACT.
4.
Mixture -- IDLE CUT-OFF.
5.
Ignition Switch -- OFF.
6.
Master Switch -- OFF.
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1.
Airspeed -- 60 KIAS.
2.
Mixture -- IDLE CUT-OFF.
1 July 1979
3.3
For Flight Training Reference Only
SECTION 3
EMERGENCY PROCEDURES
3.
Fuel Shutoff Valve -- OFF.
4.
5.
6.
Ignition Switch -- OFF.
Wing Flaps -- AS REQUIRED.
Master Switch -- OFF.
CESSNA
MODEL 152
ENGINE FAILURE DURING FLIGHT
1.
Airspeed -- 60 KIAS.
2.
Carburetor Heat -- ON.
3.
Primer -- IN and LOCKED.
4.
Fuel Shutoff Valve -- ON.
5.
Mixture -- RICH.
6.
Ignition Switch -- BOTH (or START if propeller is stopped).
~
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1.
2.
3.
4.
Airspeed -- 65 KIAS (flaps UP).
60 KIAS (flaps DOWN).
Mixture -- IDLE CUT-OFF.
Fuel Shutoff Valve -- OFF.
Ignition Switch -- OFF.
5.
Wing Flaps -- AS REQUIRED (30° recommended).
6.
Master Switch -- OFF.
7.
8.
9.
Doors -- UNLATCH PRIOR TO TOUCHDOWN.
Touchdown -- SLIGHTLY TAIL LOW.
Brakes -- APPLY HEAVILY.
"
PRECAUTIONARY LANDING WITH ENGINE POWER
1.
Airspeed -- 60 KIAS.
2.
Wing Flaps--20°.
3.
—
Selected Field -- FLY OVER, noting terrain and obstructions, then
retract flaps upon reaching a safe altitude and airspeed.
4.
Radio and Electrical Switches -- OFF.
5.
6.
Wing Flaps -- 30° (on final approach).
Airspeed -- 55 KIAS.
7.
Master Switch -- OFF.
8.
Doors -- UNLATCH PRIOR TO TOUCHDOWN.
9.
Touchdown -- SLIGHTLY TAIL LOW.
10.
Ignition Switch -- OFF.
11.
Brakes - APPLY HEAVILY.
3-4
—
—«
1 July 1979
For Flight Training Reference Only
~
CESSNA
MODEL 152
SECTION 3
EMERGENCY PROCEDURES
DITCHING
1.
Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and
2.
3.
intentions and SQUAWK 7700 if transponder is installed.
Heavy Objects (in baggage area) -- SECURE OR JETTISON.
Approach -- High Winds, Heavy Seas - INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
4.
Wing Flaps --30°.
5.
Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS.
SWELLS.
6.
Cabin Doors -- UNLATCH.
7.
Touchdown - LEVEL ATTITUDE AT 300 FT/MIN DESCENT.
8.
Face -- CUSHION at touchdown with folded coat.
9.
Airplane -- EVACUATE through cabin doors. If necessary, open
windows and flood cabin to equalize pressure so doors can be
opened.
10.
Life Vests and Raft -- INFLATE.
FIRES
DURING START ON GROUND
1.
Cranking -- CONTINUE, to get a start which would suck the flames
and accumulated fuel through the carburetor and into the engine.
If engine starts:
2.
Power -- 1700 RPM for a few minutes.
3.
Engine -- SHUTDOWN and inspect for damage.
If engine fails to start:
4.
5.
Cranking -- CONTINUE in an effort to obtain a start.
Fire Extinguisher -- OBTAIN (have ground attendants obtain if not
6.
Engine -- SECURE.
installed).
a.
7.
8.
Master Switch -- OFF.
b.
Ignition Switch -- OFF.
c.
Fuel Shutoff Valve -- OFF.
Fire - - EXTINGUISH using fire extinguisher, wool blanket, or dirt.
Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
ENGINE FIRE IN FLIGHT
1.
Mixture - IDLE CUT-OFF.
1 July 1979
3:5
For Flight Training Reference Only
SECTION 3
EMERGENCY PROCEDURES
2.
3.
CESSNA
MODEL 152
—
Fuel Shutoff Valve -- OFF.
Master Switch -- OFF.
4.
Cabin Heat and Air -- OFF (except wing root vents).
5.
Airspeed -- 85 KIAS (If fire is not extinguished, increase glide
speed to find an airspeed which will provide an incombustible
mixture).
6.
Forced Landing - - EXECUTE (as described in Emergency Landing
Without Engine Power).
ELECTRICAL FIRE IN FLIGHT
1.
Master Switch -- OFF.
2.
All Other Switches (except ignition switch) -- OFF.
3.
Vents/Cabin Air/Heat -- CLOSED.
4.
Fire Extinguisher -- ACTIVATE (if available).
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
If fire appears out and electrical power is necessary for continuance of
n
flight:
5.
Master Switch -- ON.
6.
Circuit Breakers -- CHECK for faulty circuit, do not reset.
7.
Radio/Electrical Switches -- ON one at a time, with delay after
8.
Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is
n
each until short circuit is localized.
completely extinguished.
CABIN FIRE
1.
2.
Master Switch - OFF.
Vents/ Cabin Air/Heat -- CLOSED (to avoid drafts).
3.
Fire Extinguisher -- ACTIVATE (if available).
| WARNING
'
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
4.
Land the airplane as soon as possible to inspect for damage.
3-6
1 July 1979
For Flight Training Reference Only
_
CESSNA
SECTION 3
MODEL 152
EMERGENCY PROCEDURES
WING FIRE
1.
Navigation Light Switch -- OFF.
2.
Strobe Light Switch (if installed) -- OFF.
3.
Pitot Heat Switch (if installed) -- OFF.
NOTE
Perform a side slip to keep the flames away from the fuel
tank and cabin, and land as soon as possible, with flaps
retracted.
ICING
INADVERTENT ICING ENCOUNTER
1.
Turn pitot heat switch ON (if installed).
2.
Turn back or change altitude to obtain an outside air temperature
that is less conducive to icing.
3.
Pull cabin heat control full out to obtain maximum defroster air
temperature. For greater air flow at reduced temperatures, adjust
4.
5.
the cabin air control as required.
Open the throttle to increase engine speed and minimize ice build
up on propeller blades.
Watch for signs of carburetor air filter ice and apply carburetor
heat as required. An unexpected loss in engine speed could be
caused by carburetor ice or air intake filter ice. Lean the mixture
6.
7.
8.
for maximum RPM, if carburetor heai is used continuously.
Plan a landing at the nearest airport. With an extremely rapid ice
build-up, select a suitable "off airport" landing site.
With an ice accumulation of 1/4 inch or more on the wing leading
edges, be prepared for significantly higher stall speed.
Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator effective
ness.
9.
11.
Open left window and, if practical, scrape ice from a portion of the
windshield for visibility in the landing approach.
Perform a landing approach using a forward slip, if necessary, for
improved visibility.
Approach at 65 to 75 KIAS depending upon the amount of ice
12.
Perform a landing in level attitude.
10.
accumulation.
1 July 1979
3-7
For Flight Training Reference Only
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 152
LANDING WITH A FLAT MAIN TIRE
1.
2.
3.
Wing Flaps -- AS DESIRED.
Approach -- NORMAL.
Touchdown - - GOOD TIRE FIRST, hold airplane off flat tire as long
as possible with aileron control.
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
AMMETER SHOWS EXCESSIVE RATE OF CHARGE
(Full Scale Deflection)
2.
1.
Alternator -- OFF.
Alternator Circuit Breaker -- PULL.
3.
4.
Nonessential Electrical Equipment -- OFF.
Flight -- TERMINATE as soon as practical.
_
LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT
(Ammeter Indicates Discharge)
NOTE
Illumination of the low-voltage light may occur during
low RPM conditions with an electrical load on the system
such as during a low RPM taxi. Under these conditions, the
light will go out at higher RPM. The master switch need not
be recycled since an over-voltage condition has not
occurred to de-activate the alternator system.
1.
2.
Radios--OFF.
Alternator Circuit Breaker -- CHECK IN.
3.
4.
5.
Master Switch -- OFF (both sides).
Master Switch -- ON.
Low-Voltage Light - CHECK OFF.
6.
Radios -- ON.
n
n
If low-voltage light illuminates again:
7.
8.
9.
Alternator - OFF.
•
-- OFF.
Nonessential Radio and Electrical Equipment
]
Flight -- TERMINATE as soon as practical.
3-8
1 July 1979
For Flight Training Reference Only
—
n
CESSNA
SECTION 3
EMERGENCY PROCEDURES
MODEL 152
AMPLIFIED PROCEDURES
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important
thing to do is stop the airplane on the remaining runway. Those extra items
on the checklist will provide added safety after a failure of this type.
Prompt lowering of the nose to maintain airspeed and establish a glide
attitude is the first response to an engine failure after takeoff. In most
cases, the landing should be planned straight ahead with only small
changes in direction to avoid obstructions. Altitude and airspeed are
seldom sufficient to execute a 180° gliding turn necessary to return to the
runway. The checklist procedures assume that adequate time exists to
secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in figure
3-1 should be established as quickly as possible. While gliding toward a
suitable landing area, an effort should be made to identify the cause of the
failure. If time permits, an engine restart should be attempted as shown in
the checklist. If the engine cannot be restarted, a forced landing without
power must be completed.
12,000
u-
10,000
8000
ft*
—
LLI
i
6000
O
<
h
4000
* SPEED 60 KiAS
2000
* PROPELLER WINDMILLI NG
* FLAPS UP
A
6
8
1
1
10
12
-
*ZERO WIN D
14
±
i
16
18
20
GROUND DISTANCE - NAUTICAL MILES
Figure 3-1.
Maximum Glide
1 July 1979
3-9
For Flight Training Reference Only
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 152
—
FORCED LANDINGS
If all
attempts to
restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing as discussed
under the Emergency Landing Without Engine Power checklist.
Before
attempting
an
"off
airport"
landing
with
engine
power
available, one should fly over the landing area at a safe but low altitude to
inspect the terrain for obstructions and surface conditions, proceeding as
discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area and collect folded coats for protection of occupants'
face at touchdown.
Transmit Mayday message on
121.5 MHz giving
location and intentions, and squawk 7700 if a transponder is installed.
Avoid a landing flare because of difficulty in judging height over a water
surface.
n
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight (with an airspeed of approximately 55 KIAS
n
and flaps lowered to 20°) by using throttle and elevator trim controls. Then
do not change the elevator trim control setting; control the glide angle by
adjusting power exclusively.
At flareout, the nose-down moment resulting from power reduction is
an adverse factor and the airplane may hit on the nose wheel. Consequent
ly, at flareout, the trim control should be set at the full nose-up position and
the power adjusted so that the airplane will rotate to the horizontal attitude
for touchdown. Close the throttle at touchdown.
"
FIRES
Although engine fires are extremely rare in flight, the steps of the
appropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing. Do not attempt to
restart the engine.
The initial indication of an electrical fire is usually the odor of burning
insulation. The checklist for this problem should result in elimination of
the fire.
3-10
1 July 1979
For Flight Training Reference Only
_
CESSNA
SECTION 3
MODEL 152
EMERGENCY PROCEDURES
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight, the directional
indicator and attitude indicator will be disabled, and the pilot will have to
rely on the turn coordinator if he inadvertently flies into clouds. The
following instructions assume that only the electrically-powered turn
coordinator is operative, and that the pilot is not completely proficient in
instrument flying.
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should be
made to turn back as follows:
1.
Note the compass heading.
2.
Note the time of the minute hand and observe the position of the
3.
When the sweep second hand indicates the nearest half-minute,
sweep second hand on the clock.
initiate a standard rate left turn, holding the turn coordinator
symbolic airplane wing opposite the lower left index mark for 60
seconds. Then roll back to level flight by leveling the miniature
airplane.
4.
Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
5.
If necessary,
adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
6.
Maintain altitude and airspeed by cautious application of elevator
control. Avoid overcontrolling by keeping the hands off the control
wheel as much as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn, a
descent through a cloud deck to VFR conditions may be appropriate. If
possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to
minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder
control by
monitoring the
turn
coordinator.
Occasionally check the
compass heading and make minor corrections to hold an approximate
course. Before descending into the clouds, set up a stabilized let-down
condition as follows:
1.
Apply full rich mixture.
1 July 1979
3-11
For Flight Training Reference Only
SECTION 3
EMERGENCY PROCEDURES
2.
CESSNA
MODEL 152
Use full carburetor heat.
3.
Reduce power to set up a 500 to 800 ft/min rate of descent.
4.
5.
6.
Adjust the elevator trim for a stabilized descent at 70 KIAS.
Keep hands off control wheel.
Monitor turn coordinator and make corrections by rudder alone.
7.
Check trend of compass
card movement and make cautious
corrections with rudder to stop turn.
8.
Upon breaking out of clouds, resume normal cruising flight.
RECOVERY FROM A SPIRAL DIVE
If a spiral is encountered, proceed as follows:
1.
2.
Close the throttle.
Stop the turn by using coordinated aileron and rudder control to
align the symbolic airplane
in the turn coordinator with the
horizon reference line.
3.
Cautiously apply elevator back pressure to slowly reduce the
4.
Adjust the elevator trim control to maintain a 70 KIAS glide.
5.
Keep hands off the control wheel, using rudder control to hold a
straight heading.
6.
Apply carburetor heat.
airspeed to 70 KIAS.
7.
Clear
engine occasionally, but avoid using enough power to
disturb the trimmed glide.
8.
Upon breaking out of clouds, resume normal cruising flight.
"
INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter
with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape
icing conditions.
~
SPINS
Should an inadvertent spin occur, the following recovery procedure
should be used:
1.
PLACE AILERONS IN NEUTRAL POSITION.
2.
RETARD THROTTLE TO IDLE POSITION.
3.
APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
3-12
1 July 1979
For Flight Training Reference Only
_
CESSNA
SECTION 3
MODEL 152
4.
EMERGENCY PROCEDURES
JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO
BREAK THE STALL. Full down elevator may be required at aft
center of gravity loadings to assure optimum recoveries.
5.
HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recov
ery.
6.
AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If disorientation precludes a visual determination of the
direction of rotation, the symbolic airplane in the turn
coordinator may be referred to for this information.
For additional information on spins and spin recovery, see the discus
sion under SPINS in Normal Procedures (Section 4).
ROUGH ENGINE OPERATION OR LOSS OF
POWER
CARBURETOR ICING
A gradual loss of RPM and eventual engine roughness may result from
the formation of carburetor ice. To clear the ice, apply full throttle and pull
the carburetor heat knob full out until the engine runs smoothly; then
remove carburetor heat and readjust the throttle. If conditions require the
continued use of carburetor heat in cruise flight, use the minimum amount
of heat necessary to prevent ice from forming and lean the mixture slightly
for smoothest engine operation.
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more
spark plugs becoming fouled by carbon or lead deposits. This may be
verified by turning the ignition switch momentarily from BOTH to either L
or R position. An obvious power loss in single ignition operation is
evidence of spark plug or magneto trouble. Assumingthat spark plugs are
the more likely cause, lean the mixture to the recommended lean setting for
cruising flight. If the problem does not clear up in several minutes,
determine if a richer mixture setting will produce smoother operation. If
not, proceed to the nearest airport for repairs using the BOTH position of
1 July 1979
For Flight Training Reference Only
3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 152
the ignition switch unless extreme roughness dictates the use of a single
ignition position.
MAGNETO MALFUNCTION
A
sudden
engine
roughness
or misfiring is usually evidence
of
magneto problems. Switching from BOTH to either L or R ignition switch
position will identify which magneto is malfunctioning. Select different
power
settings
and
enrichen
the
mixture to
determine
if continued
operation on BOTH magnetos is practicable. If not, switch to the good
magneto and proceed to the nearest airport for repairs.
LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there is
a possibility the oil pressure gage or relief valve is malfunctioning. A leak
in
the
line
to the
gage
is
not necessarily cause
for an immediate
precautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, a landing at the nearest airport
would be advisable to inspect the source of trouble.
If
a
total
loss
of
oil
pressure
is
accompanied
by
a
rise
in
oil
temperature, there is good reason to suspect an engine failure is imminent.
Reduce engine power immediately and select a suitable forced landing
field.
Use
only
the
minimum
power
required
to
reach
the
desired
touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected by
periodic
monitoring of the ammeter and low-voltage warning light;
however, the cause of these malfunctions is usually difficult to determine.
A broken alternator drive belt or wiring is most likely the cause of
alternator failures, although other factors could cause the problem. A
damaged or improperly adjusted alternator control unit can also cause
malfunctions. Problems of this nature constitute an electrical emergency
and should be dealt with immediately. Electrical power malfunctions
usually fall into two categories: excessive rate of charge and insufficient
rate of charge. The paragraphs below describe the recommended remedy
for each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds
3-14
1 July 1979
For Flight Training Reference Only
"
J
CESSNA
MODEL 152
SECTION 3
EMERGENCY PROCEDURES
(such as extended taxiing) the battery condition will be low enough to
accept above normal charging during the initial part of a flight. However,
after thirty minutes of cruising flight, the ammeter should be indicating
less than two needle widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery would overheat and
evaporate the electrolyte at an excessive rate.
Electronic
components in the
electrical system can be adversely
affected by higher than normal voltage. The alternator control unit
includes an over-voltage sensor which normally will automatically shut
down the alternator if the charge voltage reaches approximately 31.5 volts.
If the over-voltage sensor malfunctions or is improperly adjusted, as
evidenced by an excessive rate of charge shown on the ammeter, the
alternator should be turned off, alternator circuit breaker pulled, nonessential electrical equipment turned off and the flight terminated as soon as
practical.
INSUFFICIENT RATE OF CHARGE
NOTE
Illumination of the low-voltage light and ammeter dis
charge indications may occur during low RPM conditions
with an electrical load on the system, such as during a low
RPM taxi. Under these conditions, the light will go out at
higher RPM. The master switch need not be recycled since
an over-voltage condition has not occurred to de-activate
the alternator system.
If the over-voltage sensor should shut down the alternator, or if the
alternator circuit breaker should trip, a discharge rate will be shown on the
ammeter followed by illumination of the low-voltage warning light. Since
this may be a "nuisance" trip-out, an attempt should be made to reactivate
the alternator system. To do this, turn the radios off, check that the
alternator circuit breaker is in, then turn both sides of the master switch off
and then on again. If the problem no longer exists, normal alternator
charging will resume and the low-voltage light will go off. The radios may
then be turned back on. If the light illuminates again, a malfunction is
confirmed. In this event, the flight should be terminated and/ or the current
drain
on
the
battery
minimized because the battery can
supply the
electrical system for only a limited period of time. If the emergency occurs
at night, power must be conserved for later use of the landing light and
flaps during landing.
1 July 1979
3-15/(3-16 blank)
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Introduction
Speeds For Normal Operation
Page
4-3
4-3
CHECKLIST PROCEDURES
Preflight Inspection
4-5
Cabin
4-5
Empennage
Right Wing, Trailing Edge
4-5
Right Wing
4-5
Nose
4-6
Left Wing
4-6
4-5
Left Wing, Leading Edge
4-6
Left Wing, Trailing Edge
4-6
Before Starting Engine
4-6
Starting Engine (Temperatures Above Freezing)
4-7
Before Takeoff
4-7
Takeoff
4-8
Normal Takeoff
4-8
Short Field Takeoff
4-8
Enroute Climb
4-8
Cruise
4-8
Descent
4-9
Before Landing
4-9
Landing
4-9
Normal Landing
4-9
Short Field Landing
4-9
Balked Landing
4-9
After Landing
4-10
Securing Airplane
4-10
AMPLIFIED PROCEDURES
Starting Engine (Temperatures Above Freezing)
4-11
Taxiing
4-11
1 July 1979
4-1
For Flight Training Reference Only
■
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
TABLE OF CONTENTS (Continued)
—
Page
Before Takeoff
4-13
Warm-Up
Magneto Check
4-13
4-13
Alternator Check
Takeoff
Power Check
Wing Flap Settings
Crosswind Takeoff
4-13
4-14
4-14
4-14
4-15
Enroute Climb
Cruise
4-15
4-15
4-16
4-17
Leaning With A Cessna Economy Mixture Indicator (EGT)
Fuel Savings Procedures For Flight Training Operations
.
....
Stalls
Spins
Landing
Short Field Landing
Crosswind Landing
Balked Landing
Cold Weather Operation
Noise Abatement
4-18
4-18
4-20
4-20
4-20
4-21
4-21
4-22
_
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4-2
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct
of normal operation. Normal procedures associated with optional systems
can be found in Section 9.
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum
weight of 1670 pounds and may be used for any lesser weight.
Takeoff:
Normal Climb Out
Short Field Takeoff, Flaps 10°, Speed at 50 Feet
65-75 KIAS
....
54 KIAS
Climb, Flaps Up:
Normal
Best Rate of Climb, Sea Level
Best Rate of Climb, 10,000 Feet
Best Angle of Climb, Sea Level thru 10,000 Feet
70-80
67
61
....
55
KIAS
KIAS
KIAS
KIAS
Landing Approach:
Normal Approach, Flaps Up
Normal Approach, Flaps 30°
Short Field Approach, Flaps 30°
60-70 KIAS
55-65 KIAS
54 KIAS
Balked Landing:
Maximum Power, Flaps 20°
Maximum Recommended Turbulent Air Penetration Speed:
1670 Lbs
1500 Lbs
1350 Lbs
Maximum Demonstrated Crosswind Velocity
1 July 1979
For Flight Training Reference Only
55 KIAS
104 KIAS
98 KIAS
93 KIAS
12 KNOTS
4-3
CESSNA
SECTION 4
NORMAL PROCEDURES
MODEL 152
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NOTE
Visually
check
airplane for
general
condition
during
walk-around inspection. In cold weather, remove even
small accumulations of frost, ice or snow from wing, tail
and control surfaces. Also, make sure that control surfaces
contain no internal accumulations of ice or debris. Prior to
flight, check that pitot heater (if installed) is warm to touch
within 30 seconds with battery and pitot heat switches on.
If a night flight is planned, check operation of all lights,
and make sure a flashlight is available.
Figure 4-1.
Preflight Inspection
1 July 1979
4-4
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
CHECKLIST PROCEDURES
PREFLIGHT INSPECTION
(T)CABIN
1.
2.
3.
4.
Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE.
Control Wheel Lock -- REMOVE.
Ignition Switch -- OFF.
Master Switch -- ON.
WARNING
When turning on the master switch, using an external
power source, or pulling the propeller through by hand,
treat the propeller as if the ignition switch were on. Do not
stand, nor allow anyone else to stand, within the arc of the
propeller, since a loose or broken,wire, or a component
malfunction, could cause the propeller to rotate.
5.
Fuel Quantity Indicators - CHECK QUANTITY.
6.
Master Switch -- OFF.
7.
Fuel Shutoff Valve -- ON.
@EMPENNAGE
1.
2.
3.
Rudder Gust Lock - REMOVE.
Tail Tie-Down -- DISCONNECT.
Control Surfaces -- CHECK freedom of movement and security.
(3) RIGHT WING Trailing Edge
1.
Aileron -- CHECK freedom of movement and security. *
(?) RIGHT WING
1.
Wing Tie-Down -- DISCONNECT.
2.
Main Wheel Tire -- CHECK for proper inflation.
3.
Before first flight of the day and after each refueling, use sampler
cup and drain small quantity of fuel from fuel tank sump quick-
drain valve to check for water, sediment, and proper fuel grade.
4..
Fuel Quantity--CHECK VISUALLY for desired level.
5.
Fuel Filler Cap - SECURE.
1 July 1979
For Flight Training Reference Only
4-5
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SECTION 4
CESSNA
NORMAL PROCEDURES
MODEL 152
5)I\IOSE
1.
Engine Oil Level -- CHECK, do not operate with less than four
n
quarts. Fill to six quarts for extended flight.
2.
Before first flight of the day and after each refueling, pull out
strainer drain knob for about four seconds to clear fuel strainer of
possible water and sediment. Check strainer drain closed. If water
is observed, the fuel system may contain additional water, and
further draining of the system at the strainer, fuel tank sumps, and
fuel line drain plug will be necessary.
3.
4.
Propeller and Spinner -- CHECK for nicks and security.
Carburetor Air Filter -- CHECK for restrictions by dust or other
foreign matter.
_
5.
Landing Light(s) -- CHECK for condition and cleanliness.
6.
Nose Wheel Strut and Tire -- CHECK for proper inflation.
7.
Nose Tie-Down -- DISCONNECT.
8.
Static
Source
Opening
(left
side
of
fuselage)
--
CHECK
for
stoppage.
©LEFT WING
1.
Main Wheel Tire -- CHECK for proper inflation.
2.
Before first flight of day and after each refueling, use sampler cup
and drain small quantity of fuel from fuel tank sump quick-drain
valve to check for water, sediment and proper fuel grade.
3.
Fuel Quantity -- CHECK VISUALLY for desired level.
4.
Fuel Filler Cap - SECURE.
(?) LEFT WING Leading Edge
1.
Pitot Tube Cover -- REMOVE and check opening for stoppage.
2.
Stall Warning Opening -- CHECK for stoppage. To check the
system, place a clean handkerchief over the vent opening and
apply suction; a sound from the warning horn will confirm system
operation.
3.
Fuel Tank Vent Opening -- CHECK for stoppage.
4.
Wing Tie-Down -- DISCONNECT.
(?) LEFT WING Trailing Edge
1.
Aileron -- CHECK freedom of movement and security.
BEFORE STARTING ENGINE
1.
Preflight Inspection -- COMPLETE.
4-6
1 July 1979
For Flight Training Reference Only
'
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
2.
Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
3.
Fuel Shutoff Valve -- ON.
4.
Radios, Electrical Equipment -- OFF.
5.
Brakes -- TEST and SET.
6.
Circuit Breakers -- CHECK IN.
STARTING ENGINE (Temperatures Above Freezing)
NOTE
For cold weather starting procedures, refer to page 4-21.
2.
1.
Mixture -- RICH.
Carburetor Heat -- COLD.
3.
Prime -- AS REQUIRED (up to 3 strokes - none if engine is warm).
4.
Throttle -- OPEN 1/2 INCH (CLOSED if engine is warm).
5.
Propeller Area -- CLEAR.
6.
Master Switch -- ON.
7.
8.
9.
10.
11.
Ignition Switch -- START (release when engine starts).
Throttle -- ADJUST for 1000 RPM or less.
Oil Pressure -- CHECK.
Flashing Beacon and Navigation Lights -- ON as required.
Radios -- ON.
BEFORE TAKEOFF
1.
Parking Brake -- SET.
2.
Cabin Doors -- CLOSED and LATCHED.
3.
Flight Controls -- FREE and CORRECT.
4.
Flight Instruments -- SET.
5.
Fuel Shutoff Valve -- ON.
6.
Mixture -- RICH (below 3000 feet).
7.
Elevator Trim -- TAKEOFF.
8.
Throttle -- 1700 RPM.
a.
Magnetos -- CHECK (RPM drop should not exceed 125 RPM on
either magneto or 50 RPM differential between magnetos).
9.
b.
Carburetor Heat -- CHECK (for RPM drop).
c.
Engine Instruments and Ammeter -- CHECK.
d.
Suction Gage -- CHECK.
e.
Throttle -- 1000 RPM OR LESS.
Radios -- SET.
10.
Strobe Lights -- AS DESIRED.
11.
Throttle Friction Lock -- ADJUST.
12.
Brakes -- RELEASE.
1 July 1979
4-7
For Flight Training Reference Only
"
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
TAKEOFF
NORMAL TAKEOFF
1.
Wing Flaps -- 0°- 10°.
2.
Carburetor Heat -- COLD.
3.
Throttle - FULL OPEN.
4.
5.
Elevator Control - LIFT NOSE WHEEL at 50 KIAS.
Climb Speed -- 65-75 KIAS.
P
SHORT FIELD TAKEOFF
1.
Wing Flaps -- 10°.
2.
3.
Brakes - APPLY.
4.
5.
Throttle - FULL OPEN.
Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM).
6.
7.
8.
Brakes -- RELEASE.
Elevator Control - SLIGHTLY TAIL LOW.
Climb Speed -- 54 KIAS (until all obstacles are cleared).
9.
Wing Flaps -- RETRACT slowly after reaching 60 KIAS.
Carburetor Heat -- COLD.
ENROUTE CLIMB
1.
Airspeed -- 70-80 KIAS.
NOTE
If a maximum performance climb is necessary, use speeds
shown in the Rate Of Climb chart in Section 5.
2.
3.
Throttle - FULL OPEN.
Mixture — RICH below 3000 feet, LEAN for maximum RPM above
3000 feet.
CRUISE
1.
Power -- 1900-2550 RPM (no more than 75%).
2.
Elevator Trim -- ADJUST.
3.
Mixture -- LEAN.
4-8
1 July 1979
For Flight Training Reference Only
n
CESSNA
SECTION 4
MODEL 152
NORMAL PROCEDURES
DESCENT
1.
2.
3.
Mixture -- ADJUST for smooth operation (full rich for idle power).
Power -- AS DESIRED.
Carburetor Heat -- FULL HEAT AS REQUIRED.
BEFORE LANDING
1.
Seats, Belts, Harnesses -- ADJUST and LOCK.
2.
Mixture -- RICH.
3.
Carburetor Heat -- ON (apply full heat before reducing power).
LANDING
NORMAL LANDING
1.
2.
Airspeed -- 60-70 KIAS (flaps UP).
Wing Flaps -- AS DESIRED (below 85 KIAS).
3.
Airspeed -- 55-65 KIAS (flaps DOWN).
4.
Touchdown -- MAIN WHEELS FIRST.
5.
Landing Roll -- LOWER NOSE WHEEL GENTLY.
6.
Braking -- MINIMUM REQUIRED.
SHORT FIELD LANDING
1.
Airspeed - 60-70'KIAS (flaps UP).
2.
Wing Flaps - 30° (below 85 KIAS).
3.
4.
5.
6.
Airspeed - MAINTAIN 54 KIAS.
Power -- REDUCE to idle as obstacle is cleared.
Touchdown -- MAIN WHEELS FIRST.
Brakes -- APPLY HEAVILY.
7.
Wing Flaps -- RETRACT.
BALKED LANDING
1.
Throttle -- FULL OPEN.
2.
Carburetor Heat - COLD.
Wing Flaps -- RETRACT to 20°.
Airspeed -- 55 KIAS.
Wing Flaps -- RETRACT (slowly).
3.
4.
5.
1 July 1979
For Flight Training Reference Only
4-9
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
—
AFTER LANDING
1.
Wing Flaps -- UP.
2.
Carburetor Heat -- COLD.
SECURING AIRPLANE
1.
2.
3.
Parking Brake -- SET.
4.
Ignition Switch -- OFF.
5.
Master Switch -- OFF.
6.
Control Lock -- INSTALL.
Radios, Electrical Equipment -- OFF.
Mixture -- IDLE CUT-OFF (pull full out).
~
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4-10
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
AMPLIFIED PROCEDURES
STARTING ENGINE (Temperatures Above Freezing)
During engine starting, open the throttle approximately 1/2 inch. In
warm weather, one stroke of the primer should be sufficient. In tempera
tures near freezing, up to 3 strokes of the primer may be necessary. As the
engine starts, slowly adjust the throttle as required for 1000 RPM or less. If
the engine is still warm from previous operation, it may be started with the
throttle closed and no priming.
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicates overpriming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure; set the
mixture control in the idle cut-off position, the throttle full open, and crank
the engine
through
several revolutions with the starter. Repeat the
starting procedure without any additional priming.
If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
After starting, if the oil gage does not begin to show pressure within 30
seconds in the summertime and about twice that long in very cold weather,
stop the engine and investigate. Lack of oil pressure can cause serious
engine damage. After starting, avoid the use of carburetor heat unless
icing conditions prevail.
—
NOTE
Details concerning cold weather starting and operation at
temperatures below freezing may be found under Cold
Weather Operation paragraphs in this section.
TAXIING
When taxiing, it is important that speed and use of brakes be held to a
minimum and that all controls be utilized (see Taxiing Diagram, figure 42) to maintain directional control and balance.
1 July 1979
4-11
For Flight Training Reference Only
~
CESSNA
SECTION 4
MODEL 152
NORMAL PROCEDURES
n
n
USE UP AILERON
USE UP AILERON
ON LH WTNG AND
ON RH WING AND
NEUTRAL ELEVATOR
NEUTRAL ELEVATOR
USE DOWN AILERON
B ON LH WING AND
DOWN ELEVATOR
n
USE DOWN AILERON
ON RH WING AND
DOWN ELEVATOR
n
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NOTE
CODE
Strong quartering tail winds require caution.
WIND DIRECTION
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
maintain direction.
Figure 4-2.
n
Taxiing Diagram
1 July 1979
4-12
For Flight Training Reference Only
n
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CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
The carburetor heat control knob should be pushed full in during all
ground operations unless heat is absolutely necessary. When the knob is
pulled out to the heat position, air entering the engine is not filtered.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
The nose wheel is designed to automatically center straight ahead
when the nose strut is fully extended. In the event the nose strut is overinflated and the airplane is loaded to a rearward center of gravity position,
it may be necessary to partially compress the strut to permit steering. This
can be accomplished prior to taxiing by depressing the airplane nose (by
hand) or during taxi by sharply applying brakes.
BEFORE TAKEOFF
WARM-UP
Most of the warm-up will have been conducted during taxi, and
additional warm-up before takeoff should be restricted to the checklist
procedures. Since the engine is closely cowled for efficient in-flight
cooling, precautions should be taken to avoid overheating on the ground.
MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows. Move
ignition switch first to R position and note RPM. Next move switch back to
BOTH to clear the other set of plugs. Then move switch to the L position,
note RPM and return the switch to the BOTH position. RPM drop should not
exceed 125 RPM on either magneto or show greater than 50 RPM differen
tial between magnetos. If there is a doubt concerning operation of the
ignition system, RPM checks at higher engine speeds will usually confirm,
whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK
Prior to flights where verification of proper alternator and alternator
control unit operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system
momentarily (3 to 5 seconds) with the landing light, or by operating the
wing flaps during the engine runup (1700 RPM). The ammeter will remain
1 July 1979
4-13
For Flight Training Reference Only
~
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
within a needle width of its initial position if the alternator and alternator
—
control unit are operating properly.
TAKEOFF
POWER CHECK
It is important to check full-throttle engine operation early in the
takeoff run.
Any sign of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the takeoff. If this occurs, you
are justified in making a thorough full-throttle static runup before another
takeoff is attempted. The engine should run smoothly and turn approxi
mately 2280 to 2380 RPM with carburetor heat off and mixture leaned to
maximum RPM.
Full
throttle
runups
over loose gravel are especially harmful to
propeller tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle be advanced slowly. This allows the airplane to
start rolling before high RPM is developed, and the gravel will be blown
back of the propeller rather than pulled into it. When unavoidable small
dents appear in the propeller blades, they should be immediately corrected
as described in Section 8 under Propeller Care.
~
Prior to takeoff from fields above 3000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup.
After full throttle is applied, adjust the throttle friction lock clockwise
to prevent the throttle from creeping back from a maximum power
position. Similar friction lock adjustment should be made as required in
other flight conditions to maintain a fixed throttle setting.
WING FLAP SETTINGS
Normal takeoffs are accomplished with wing flaps 0°- 10°. Using 10°
wing flaps reduces the total distance over an obstacle by approximately
"
10%. Flap deflections greater than 10° are not approved for takeoff. If 10°
wing flaps are used for takeoff, they should be left down until all obstacles
are cleared and a safe flap retraction speed of 60 KIAS is reached.
On a short field, 10° wing flaps and an obstacle clearance speed of 54
KIAS should be used. This speed provides the best overall climb speed to
clear obstacles when taking into account turbulence often found near
ground level.
Soft or rough field takeoff s are performed with 10° wing flaps by lifting
4-14
1 July 1979
For Flight Training Reference Only
n
CESSNA
SECTION 4
MODEL 152
NORMAL PROCEDURES
the airplane off the ground as soon as practical in a slightly tail-low
attitude. If no obstacles are ahead, the airplane should be leveled off
immediately to accelerate to a higher climb speed.
CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the drift
angle immediately after takeoff. With the ailerons partially deflected into
the wind, the airplane is accelerated to a speed slightly higher than
normal, and then pulled off abruptly to prevent possible settling back to
the runway while drifting. When clear of the ground, make a coordinated
turn into the wind to correct for drift.
ENROUTE CLIMB
Normal climbs are performed with flaps up and full throttle and at
speeds 5 to 10 knots higher than best rate-of-climb speeds for the best
combination of performance, visibility and engine cooling. The mixture
should be full rich below 3000 feet and may be leaned above 3000 feet for
smoother operation or to obtain maximum RPM. For maximum rate of
climb, use the best rate-of-climb speeds shown in the Rate Of Climb chart
in Section 5. If an obstruction dictates the use of a steep climb angle, the
best angle-of-climb speed should be used with flaps up and maximum
power. Climbs at speeds lower than the best rate-of-climb speed should be
of short duration to improve engine cooling.
CRUISE
Normal cruising is performed between 55% and 75% power. The engine
RPM and corresponding fuel consumption for various altitudes can be
determined by using your Cessna Power Computer or the data in Section 5.
NOTE
Cruising should be done at a minimum of 75% power until
a total of 25 hours has accumulated or oil consumption has
stabilized. Operation at this higher power will ensure
proper
seating of the rings
engines,
and
engines
in
and is
service
applicable to new
following
cylinder
replacement or top overhaul of one or more cylinders.
The data in Section 5 shows the increased range and improved fuel
economy that is obtainable when operating at lower power settings. The
use of lower power settings and the selection of cruise altitude on the basis
of the most favorable wind conditions are significant factors that should be
considered on every trip to reduce fuel consumption.
1 July 1979
4-15
For Flight Training Reference Only
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
75% POWER
65% POWER
55% POWER
KTAS
NMPG
KTAS
NMPG
KTAS
NMPG
Sea Level
100
16.4
94
17.8
87
19.3
4000 Feet
103
17.0
97
18.4
89
19.8
8000 Feet
107
17.6
100
18.9
91
20.4
ALTITUDE
Standard Conditions
Figure 4-3.
n
Zero Wind
Cruise Performance Table
The Cruise Performance Table, figure 4-3, shows the true airspeed and
nautical miles per gallon during cruise for various altitudes and percent
powers. This table should be used as a guide, along with the available
winds aloft information, to determine the most favorable altitude and
power setting for a given trip.
To achieve the recommended lean mixture fuel consumption figures
shown in Section 5, the mixture should be leaned until engine RPM peaks
and drops 25-50 RPM. At lower powers it may be necessary to enrichen the
mixture slightly to obtain smooth operation.
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
by application of full carburetor heat. Upon regaining the
original RPM (with heat off), use the minimum amount of heat (by trial and
error) to prevent ice from forming. Since the heated air causes a richer
mixture, readjust the mixture setting when carburetor heat is to be used
removed
continuously in cruise flight.
The use of full carburetor heat is recommended during flight in very
heavy rain to avoid the possibility of engine stoppage due to excessive
water ingestion. The mixture setting should be readjusted for smoothest
operation.
LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR
(EGT)
Exhaust gas temperature (EGT) as shown on the optional Cessna
Economy Mixture Indicator may be used as an aid for mixture leaning in
cruising flight at 75% power or less. To adjust the mixture, using this
indicator, lean to establish the peak EGT as a reference point and then
1 July 1979
4-16
For Flight Training Reference Only
~
CESSNA
SECTION 4
NORMAL PROCEDURES
MODEL 152
MIXTURE
EXHAUST GAS
DESCRIPTION
TEMPERATURE
RECOMMENDED LEAN
(Pilot's Operating Handbook
25°F Rich of Peak EGT
and Power Computer)
Peak EGT
BEST ECONOMY
Figure 4-4. EGT Table
enrichen the mixture by the desired increment based on figure 4-4.
As noted in this table, operation at peak EGT provides the best fuel
economy. This results in approximately 8% greater range than shown in
this handbook accompanied by approximately a 4 knot decrease in speed.
Under some conditions, engine roughness may occur while operating
at peak EGT. In this case, operate at the Recommended Lean mixture. Any
change in altitude or throttle position will require a recheck of EGT
indication.
FUEL SAVINGS PROCEDURES FOR FLIGHT
TRAINING OPERATIONS
For best fuel economy during flight training operations, the following
procedures are recommended.
1.
Use 55% to 60% power while transitioning to and from the practice
2.
Lean the mixture for maximum RPM during climbs above 3000
area (approximately 2200-2250 RPM).
feet. The mixture may be left leaned for practicing such maneuvers
as stalls.
3.
Lean the mixture for maximum RPM during all operations at any
altitude, including those below 3000 feet, when using 75% or less
power.
NOTE
When cruising at 75% or less power, the mixture may be
further leaned until the RPM peaks and drops 25-50 RPM.
This is especially applicable to cross-country training
flights, but may also be practiced during transition flights
1 July 1979
4-17
For Flight Training Reference Only
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
to and from the practice area.
Using the above recommended procedures can provide fuel savings of
up to 13% when compared to typical training operations at a full rich
mixture.
j-i
STALLS
The stall characteristics are conventional for the flaps up and flaps
down condition. The stall warning horn produces a steady signal 5 to 10
knots before the actual stall is reached and remains on until the airplane
flight attitude is changed. Stall speeds for various combinations of flap
setting and bank angle are summarized in Section 5.
SPINS
Intentional spins are approved in this airplane (see Section 2). Before
H
attempting to perform spins, however, several items should be carefully
considered to assure a safe flight. No spins should be attempted without
first having received dual instruction in both spin entries and spin
recoveries from a qualified instructor who is familiar with the spin
characteristics of the Cessna 152.
The cabin should be clean and all loose equipment (including the
microphone) should be stowed. For a solo flight in which spins will be
conducted, the copilot's seat belt and shoulder harness should be secured.
Spins with baggage loadings or occupied child's seat are not approved.
The seat belts and shoulder harnesses should be adjusted to provide
proper restraint during all anticipated flight conditions. However, care
should be taken to ensure that the pilot can easily reach the flight controls
and produce maximum control travels.
'
It is recommended that, where feasible, entries be accomplished at
high enough altitude that recoveries are completed 4000 feet or more above
ground level. At least 1000 feet of altitude loss should be allowed for a 1turn spin and recovery, while a 6-turn spin and recovery may require
somewhat more than twice that amount. For example, the recommended
entry altitude for a 6-turn spin would be 6000 feet above ground level. In
any case, entries should be planned so that recoveries are completed well
above the minimum 1500 feet above ground level required by FAR 91.71.
Another reason for using high altitudes for practicing spins is that a
greater field of view is provided which will assist in maintaining pilot
orientation.
4-18
1 July 1979
For Flight Training Reference Only
"
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
The normal entry is made from a power-off stall. As the stall is
approached, the elevator control should be smoothly pulled to the full aft
position. Just prior to reaching the stall "break", rudder control in the
desired direction of the spin rotation should be applied so that full rudder
deflection is reached almost simultaneously with reaching full aft eleva
tor. A slightly greater rate of deceleration than for normal stall entries or
the use of partial power at the entry will assure more consistent and
positive entries to the spin. Both elevator and rudder controls should be
held full with the spin until the spin recovery is initiated. An inadvertent
relaxation of either of these controls could result in the development of a
nose-down spiral.
NOTE
Careful attention should be taken to assure that the aileron
control is neutral during all phases of the spin since any
aileron deflection in the direction of the spin may alter the
spin characteristics by increasing the rotation rate and
changing the pitch attitude.
For the purpose of training in spins and spin recoveries, a 1 to 2-turn
spin is adequate and should be used. Up to 2 turns, the spin will progress to
a fairly rapid rate of rotation and a steep attitude. Application of recovery
controls will produce prompt recoveries of from 1/4 to 1/2 of a turn.
If the spin is continued beyond the 2 to 3-turn range, some change in
character of the spin may be noted. Rotation rates may vary and some
additional sideslip may be felt. Normal recoveries from such extended
spins may take up to a full turn or more.
Regardless of how many turns the spin is held or how it is entered, the
following recovery technique should be used:
1.
2.
3.
VERIFY THAT AILERONS ARE NEUTRAL AND THROTTLE IS
IN IDLE POSITION.
APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC
TION OF ROTATION.
JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD
FAR ENOUGH TO
BREAK THE STALL. Full down elevator may be required at aft
4.
center of gravity loadings to assure optimum recoveries.
HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recov
ery.
5.
AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
1 July 1979
4-19
For Flight Training Reference Only
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 152
NOTE
If disorientation precludes a visual determination of the
direction of rotation, the symbolic airplane in the turn
coordinator may be referred to for this information.
Variations in basic airplane rigging or in weight and balance due to
installed equipment or cockpit occupancy can cause differences in behav
ior, particularly in extended spins. These differences are normal and will
result in variations in the spin characteristics and in the recovery lengths
for spins of more than 3 turns. However, the above recovery procedure
should always be used and will result in the most expeditious recovery
from any spin.
Intentional spins with flaps extended are prohibited, since the high
speeds which may occur during recovery are potentially damaging to the
flap/wing structure.
LANDING
Normal landing approaches can be made with power-on or power-off
at speeds of 60 to 70 KIAS with flaps up, and 55 to 65 KIAS with flaps down.
Surface winds and air turbulence are usually the primary factors in
determining the most comfortable approach speeds.
Actual touchdown should be made with power-off and on the main
wheels first. The nose wheel should be lowered smoothly to the runway as
speed is diminished.
SHORT HELD LANDING
For a short field landing in smooth air conditions, make an approach at
"
54 KIAS with 30° flaps using enough power to control the glide path. After
all
approach
obstacles
are cleared, progressively reduce power and
maintain 54 KIAS by lowering the nose of the airplane. Touchdown should
be made with power-off and on the main wheels first. Immediately after
touchdown, lower the nose wheel and apply heavy braking as required. For
maximum brake effectiveness, retract the flaps, hold full nose-up elevator,
and apply maximum brake pressure without sliding the tires.
Slightly higher approach speeds should be used under turbulent air
—
conditions.
CROGSWIND LANDING
When landing in a strong crosswind, use the minimum flap setting
4-20
1 July 1979
For Flight Training Reference Only
"
CESSNA
MODEL 152
SECTION 4
NORMAL PROCEDURES
required for the field length. Use a wing low, crab, or a combination method
of drift correction and land in a nearly level attitude.
BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should be
reduced to 20° immediately after full power is applied. Upon reaching a
safe airspeed, the flaps should be slowly retracted to the full up position.
COLD WEATHER OPERATION
Prior to starting with temperatures below freezing, it is advisable to
pull the propeller through several times by hand to "break loose" or
"limber" the oil, thus conserving battery energy.
NOTE
When pulling the propeller through by hand, treat it as if
the ignition switch is turned on. A loose or broken ground
wire on either magneto could cause the engine to fire.
Preheat is generally required with outside air temperatures below
-18°C (0°F) and is recommended when temperatures are below -7°C (20°F).
Cold weather starting procedures are as follows:
With Preheat:
1.
Ignition Switch --
2.
Throttle -- CLOSED.
OFF.
3.
Mixture -- IDLE CUT-OFF.
4.
Parking Brake -- SET.
5.
Prime -- 2 to 4 STROKES as the propeller is being turned over by
hand. RECHARGE for priming after engine start.
NOTE
Caution should be used to ensure the brakes are set or a
qualified person is at the controls.
6.
Mixture - RICH.
7.
Throttle -- OPEN 1/2 to 3/4 INCH.
8.
Propeller Area -- CLEAR.
1 July 1979
4-21
For Flight Training Reference Only
'
SECTION 4
CESSNA
NORMAL PROCEDURES
9.
MODEL 152
Master Switch -- ON.
10.
Ignition Switch -- START (release when engine starts).
11.
Prime -- AS REQURIED until the engine runs smoothly.
12.
n
Throttle -- ADJUST for 1200 to 1500 RPM for approximately one
minute after which the RPM can be lowered to 1000 or less.
13.
Oil Pressure -- CHECK.
14.
Primer -- LOCK.
Without Preheat:
n
—
The procedure for starting without preheat is the same as with preheat
except the engine should be primed an additional two strokes while pulling
the propeller through by hand. Carburetor heat should be applied after the
—
engine starts. Leave the carburetor heat on until the engine runs smoothly.
NOTE
If the engine fires but does not start or continue running,
repeat the above starting procedure beginning with step 6.
If the engine does not start during the first few attempts, or
if engine firing diminishes in strength, it is possible that
the spark plugs have been frosted over, in which case
preheat must be used before another start is attempted.
During cold weather operations, no indication will be apparent on the
oil temperature gage prior to takeoff if outside air temperatures are very
cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM),
accelerate the engine several times to higher engine RPM. If the engine
accelerates smoothly and oil pressure remains normal and steady, the
airplane is ready for takeoff.
When operating in temperatures below -18°C, avoid using partial
carburetor heat. Partial heat may increase the carburetor air temperature
to the 0° to 21°C range, where icing is critical under certain atmospheric
conditions.
"
NOISE ABATEMENT
Increased emphasis on improving the quality of our environment
requires renewed effort on the part of all pilots to minimize the effect of
airplane noise on the public.
We, as pilots, can demonstrate our concern for environmental
improvement, by application of the following suggested procedures, and
thereby tend to build public support for aviation:
4-22
1 July 1979
For Flight Training Reference Only
r
CESSNA
MODEL 152
1.
SECTION 4
NORMAL PROCEDURES
Pilots operating aircraft under VFR over outdoor assemblies of
persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2000 feet above
the surface, weather permitting, even though flight at a lower level
may be consistent with the provisions of government regulations.
2.
During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to avoid
prolonged flight at low altitude near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances or
instructions, or where, in the pilot's judgment, an altitude
of less than 2000 feet is necessary for him to adequately
exercise his duty to see and avoid other aircraft.
The certificated noise level for the Model 152 at 1670 pounds maximum
weight is 64.8 dB(A). No determination has been made by the Federal
Aviation Administration that the noise levels of this airplane are or should
be acceptable or unacceptable for operation at, into, or out of, any airport.
1 July 1979
4-23/(4-24 blank)
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 5
PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Page
Introduction
5-3
Use of Performance Charts
5-j
Sample Problem
5-3
Takeoff
5-4
Cruise
5-!>
Fuel Required
5-5
Landing
5-7
Demonstrated Operating Temperature
Figure 5-1, Airspeed Calibration
Figure 5-2, Temperature Conversion Chart
Figure 5-3, Stall Speeds
5-7
5-8
5-9
5-10
Figure 5-4, Takeoff Distance
5-11
Figure 5-5, Rate Of Climb - Maximum
5-12
Figure 5-6, Time, Fuel, And Distance To Climb
Figure 5-7, Cruise Performance
Figure 5-8, Range Profile - 24.5 Gallons Fuel
5-14
Range Profile - 37.5 Gallons Fuel
Figure 5-9, Endurance Profile - 24.5 Gallons Fuel
Endurance Profile - 37.5 Gallons Fuel
Figure 5-1G, Landing Distance
1 July 1979
5-13
5-15
5-16
5-17
5-18
5-19
5-1/(5-2 blank)
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 5
PERFORMANCE
INTRODUCTION
Performance data charts on the following pages are presented so that
you may know what to expect from the airplane under various conditions,
and also, to facilitate the planning of flights in detail and with reasonable
accuracy. The data in the charts has been computed from actual flight tests
with the airplane and engine in good condition and using average piloting
techniques.
It should be noted that the performance information presented in the
range and endurance profile charts allows for 45 minutes reserve fuel at
the specified cruise power. Fuel flow data for cruise is based on the
recommended lean mixture setting. Some indeterminate variables such as
mixture leaning technique, fuel metering characteristics, engine and
propeller condition, and air turbulence may account for variations of 10%
or more in range and endurance. Therefore, it is important to utilize all
available information to estimate the fuel required for the particular
flight.
USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illus
trate the effect of different variables. Sufficiently detailed information is
provided in the tables so that conservative values can be selected and used
to determine the particular performance figure with reasonable accuracy.
SAMPLE PROBLEM
The following sample flight problem utilizes information from the
various charts to determine the predicted performance data for a typical
flight. The following information is known:
AIRPLANE CONFIGURATION
Takeoff weight
1610 Pounds
Usable fuel
24.5 Gallons
TAKEOFF CONDITIONS
Field pressure altitude
1500 Feet
Temperature
Wind component along runway
28° C (16°C above standard)
12 Knot Headwind
Field length
3500 Feet
1 July 1979
5-3
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 5
PERFORMANCE
—
CRUISE CONDITIONS
265 Nautical Miles
Total distance
Pressure altitude
5500 Feet
Temperature
Expected wind enroute
20° C (16°C above standard)
10 Knot Headwind
LANDING CONDITIONS
Field pressure altitude
2000 Feet
Temperature
25°C
Field length
3000 Feet
TAKEOFF
The takeoff distance chart, figure 5-4, should be consulted, keeping in
mind that the distances shown are based on the short field technique.
Conservative distances can be established by reading the chart at the next
higher value of altitude and temperature. For example, in this particular
sample problem, the takeoff distance information presented for a pressure
altitude of 2000 feet and a temperature of 30°C should be used and results in
the following:
Ground roll
980 Feet
Total distance to clear a 50-foot obstacle
1820 Feet
These distances are well within the available takeoff field length. Howev
n
er, a correction for the effect of wind may be made based on Note 3 of the
takeoff chart. The correction for a 12 knot headwind is:
12 Knots
9 Knots
10% = 13% Decrease
n
This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(980 feet * 13%)
Corrected ground roll
980
127
853 Feet
■
Total distance to clear a
50-foot obstacle, zero wind
n
1820
Decrease in total distance
(1820 feet x 13%)
237
Corrected total distance
to clear 5G-foot obstacle
1583 Feet
1 July 1979
5-4
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 5
PERFORMANCE
CRUISE
The cruising altitude should be selected based on a consideration of
trip length, winds aloft, and the airplane's performance. A typical cruising
altitude and the expected wind enroute have been given for this sample
problem. However, the power setting selection for cruise must be deter
mined based on several considerations. These include the cruise perfor
mance characteristics presented in figure 5-7, the range profile chart
presented in figure 5-8, and the endurance profile chart presented in figure
5-9.
The relationship between power and range is illustrated by the range
profile chart. Considerable fuel savings and longer range result when
lower power settings are used. For this sample problem, a cruise power of
approximately 65% will be used.
The cruise performance chart, figure 5-7, is entered at 6000 feet altitude
and 20°C above standard temperature. These values most nearly corres
pond to the planned altitude and expected temperature conditions. The
engine speed chosen is 2400 RPM, which results in the following:
Power
64%
True airspeed
99 Knots
Cruise fuel flow
5.2 GPH
The power computer may be used to determine power and fuel consump
tion more accurately during the flight.
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the
performance information in figures 5-6 and 5-7. For this sample problem,
figure 5-6 shows that a climb from 2000 feet to 6000 feet requires 1 gallon of
fuel. The corresponding distance during the climb is 9 nautical miles.
These values are for a standard temperature (as shown on the climb chart)
and are sufficiently accurate for most flight planning purposes. However,
a further correction for the effect of temperature may be made as noted on
the climb chart. The approximate effect of a non-standard temperature is to
increase the time, fuel, and distance by 10% for each 10°C above standard
temperature, due to the lower rate of climb. In this case, assuming a
temperature 16°C above standard, the correction would be:
JqJ£ * 10% = 16% Increase
1 July 1979
5-5
For Flight Training Reference Only
SECTION 5
PERFORMANCE
CESSNA
MODEL 152
_
With this factor included, the fuel estimate would be calculated as follows:
Fuel to climb, standard temperature
1.0
Increase due to non-standard temperature
(1.0 x 16%)
Corrected fuel to climb
OJL
1.2 Gallons
,
1
Using a similar procedure for the distance to climb results in 10 nautical
miles.
The resultant cruise distance is:
Total distance
With
an
265
Climb distance
-10
Cruise distance
255 Nautical Miles
expected
10
knot headwind, the
ground speed for cruise is
predicted to be:
99
-10
89 Knots
Therefore, the time required for the cruise portion of the trip is:
255 Nautical Miles
89 Knots
= 2.9 Hours
n
The fuel required for cruise is:
r
2.9 hours * 5.2 gallons/hour = 15.1 Gallons
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
0.8
Climb
1.2
n
Cruise
15.1
Total fuel required
17.1 Gallons
Once the flight is underway, ground speed checks will provide a more
accurate basis for estimating the time enroute and the corresponding fuel
required to complete the trip with ample reserve.
5-6
1 July 1979
For Flight Training Reference Only
n
CESSNA
MODEL 152
SECTION 5
PERFORMANCE
LANDING
A procedure similar to takeoff should be used for estimating the
landing distance at the destination airport. Figure 5-10 presents landing
distances for various airport altitude and temperature combinations using
the short field technique. The distances corresponding to 2000 feet and 30°C
are as follows:
Ground roll
Total distance to clear a 50-foot obstacle
535 Feet
1300 Feet
A correction for the effect of wind may be made based on Note 2 of the
landing chart using the same procedure as outlined for takeoff.
DEMONSTRATED OPERATING TEMPERATURE
Satisfactory engine cooling has been demonstrated for this airplane
with an outside air temperature 23°C above standard. This is not to be
considered as an operating limitation. Reference should be made to
Section 2 for engine operating limitations.
1 July 1979
For Flight Training Reference Only
5-7
CESSNA
SECTION 5
MODEL 152
PERFORMANCE
AIRSPEED CALIBRATION
CONDITIONS:
Power required for level flight or maximum rated RPM dive.
FLAPS UP
KIAS
40
50
60
70
80
90
100
110
120
130
140
KCAS
46
53
60
69
78
88
97
107
117
127
136
KIAS
40
50
60
70
80
KCAS
44
52
61
70
80
CM
KIAS
40
50
60
70
80
PR
KCAS
43
51
61
71
82
07
"
FLAPS 10°
"
FLAPS 30°
Figure 5-1.
Airspeed Calibration
n
n
n
n
1 July 1979
5-8
For Flight Training Reference Only
SECTION 5
CESSNA
PERFORMANCE
MODEL 152
TEMPERATURE CONVERSION CHART
120
100
80
(30
X
40
20
-20
-40 e
-40
-20
0
20
40
DEGREES - CELSIUS
Figure 5-2.
Temperature Conversion Chart
1 July 1979
For Flight Training Reference Only
SECTION 5
CESSNA
MODEL 152
PERFORMANCE
STALL SPEEDS
CONDITIONS:
Power Off
NOTES:
1.
2.
Altitude loss during a stall recovery may be as much as 160 feet.
KIAS values are approximate and are based or airspeed calibration data with power off.
MOST REARWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT
FLAP
LBS
DEFLECTION
1670
0°
30°
45°
60°
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
UP
36
46
39
49
43
55
51
65
10°
36
43
39
46
43
51
51
61
30°
31
41
33
44
37
49
44
58
~
MOST FORWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT
FLAP
LBS
DEFLECTION
0°
KIAS
1670
30°
KCAS
45°
60°
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
UP
40
48
43
52
48
57
57
68
10°
40
46
43
49
48
55
57
65
30°
35
43
38
46
42
51
49
61
Figure 5-3.
P
Stall Speeds
5-10
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 5
PERFORMANCE
^'
WIND COMPONENTS
NOTE:
Maximum demonstrated crosswind velocity is 12 knots (not a limitation).
o
z
2
LJJ
c
u
Q
Z
i
5
10
15
20
25
30
CROSSWIND COMPONENT - KNOTS
Figure 5-4.
20 April 1982
Wind Components
5-10A (5-10B BLANK)
For Flight Training Reference Only
For Flight Training Reference Only
SHORT FIELD
I
Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle,
1670
LBS
AT
SOFT
54
LIFT
OFF
50
KIAS
SPEED
TAKEOFF
50*F io°c
?0°C
c. '•-,
30°C
40°C
1270
1405
7000
8000
1525
1795
1615
1455
2610
2960
3395
1315
1190
1080
980
2320
1870
2080
1690
810
890
1390
1530
Takeoff Distance
1655
1375
2470
2800
Figure 5-4.
1490
2705
3080
1245
2200
1345
6000
1125
1775
1970
2395
1145
5000
1100
1040
4000
1000
1215
925
1020
1600
855
940
2140
1565
840
1445
775
2000
3000
825
910
755
1730
1920
1420
765
1310
705
1290
695
1190
640
1000
1770
2750
3125
1570
1745
1940
2855
3255
3765
3590
4195
2440
2185
1960
1605
875
960
1055
1165
1285
1420
1495
1645
1820
2020
2250
2525
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
0°C
S.L.
ALT
FT
PRESS
For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure.
for each 2 knots.
Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10%
static runup.
WEIGHT
4.
3.
2.
NOTES:
1.
Short field technique as specified in Section 4.
Zero Wind
Paved, Level, Dry Runway
Full Throttle Prior to Brake Release
Flaps 10°
CONDITIONS:
TAKEOFF DISTANCE
I
[
S)
I8
a si
S
3
to
ra
i
n
CESSNA
SECTION 5
MODEL 152
PERFORMANCE
RATE OF CLIMB
MAXIMUM
CONDITIONS:
n
Flaps Up
Full Throttle
NOTE:
n
Mixture leaned above 3000 feet for maximum RPM.
WEIGHT
LBS
1670
PRESS
ALT
FT
n
RATE OF CLIMB - FPM
CLIMB
SPEED
KIAS
-20°C
0°C
20°C
40°C
630
S.L.
67
835
765
700
2000
66
735
670
600
535
4000
65
635
570
505
445
6000
63
535
475
415
355
8000
62
440
380
320
265
10,000
61
340
285
230
175
12,000
60
245
190
135
85
Figure 5-5.
Rate of Climb
1 July 1979
5-12
For Flight Training Reference Only
CESSNA
SECTION 5
PERFORMANCE
MODEL 152
TIME, FUEL, AND DISTANCE TO CLIMB
|MAXIMUM RATE OF CLIMB]
CONDITIONS:
Flaps Up
Full Throttle
Standard Temperature
NOTES:
1.
Add 0.8 of a gallon of fuel for engine start, taxi and takeoff allowance.
2.
Mixture leaned above 3000 feet for maximum RPM.
4.
Distances shown are based on zero wind.
3.
Increase time, fuel and distance by 10% for each 10°C above standard temperature.
WEIGHT
LBS
PRESSURE
ALTITUDE
1670
TEMP
°C
FT
CLIMB
RATE OF
SPEED
CLIMB
KIAS
FPM
FROM SEA LEVEL
TIME
FUEL USED
DISTANCE
MIN
GALLONS
NM
S.L.
15
67
715
0
0
0
1000
13
66
675
1
0.2
2
2000
11
66
630
3
0.4
3
9
%
7
65
65
65
590
5
0.7
5
550
6
0.9
7
5000
5
64
505
6000
3
63
465
7000
1
63
425
8000
-1
62
380
3000
3Si Id
4000
55OC
5
4?5
8
1.2
9
10
13
1.4
1,55
1.7
12
13
14
15
2.0
17
1
"•5
Ii3
9000
-3
62
340
18
2.3
21
10,000
-5
61
300
21
2.6
25
11,000
-7
61
255
25
3.0
29
12,000
-9
60
215
29
3.4
34
Figure 5-6.
Time, Fuel, and Distance to Climb
1 July 1979
5-13
For Flight Training Reference Only
~
SECTION 5
CESSNA
MODEL 152
PERFORMANCE
CRUISE PERFORMANCE
CONDITIONS:
1670 Pounds
Recommended Lean Mixture (See Section 4, Cruise)
NOTE:
Cruise speeds are shown for an airplane equipped with speed fairings which increase the speeds
by approximately two knots.
PRESSURE
A I TITI I PlP
ML I M U L/C
ROM
nrlvl
FT
2000
4000
6000
8000
10,000
12,000
20°C BELOW
STANDARD
20°C ABOVE
STANDARD FEMP
TEMPERATURE
STANDARD TEMP
%
BHP
2400
2300
2200
2100
2000
2450
2400
2300
2200
2100
2000
2500
2400
2300
2200
2100
2000
KTAS
GPH
%
BHP
KTAS
GPH
%
BHP
KTAS
49
97
92
87
81
5.7
5.1
4.5
4.1
75
66
59
53
47
101
96
91
86
80
6.1
5.4
4.8
4.3
3.9
70
63
56
51
46
101
95
90
85
79
76
67
60
53
48
102
96
91
86
81
6.1
5.4
4.8
4.4
3.9
75
71
63
56
51
46
103
101
95
90
85
80
6.1
5.7
5.1
4.6
4.2
3.8
70
67
60
54
49
45
102
100
72
101
96
90
85
80
5.8
5.2
4.6
4.2
3.8
75
67
60
54
49
45
105
100
95
89
84
79
6.1
5.4
4.9
4.4
4.0
3.7
71
64
57
52
48
44
104
99
94
88
83
77
5.7
5.2
4.7
4.3
3.9
107
104
99
94
89
83
6.1
5.8
5.2
4.7
4.3
3.9
71
67
61
55
51
46
106
103
98
93
87
82
5.7
5.4
4.9
4.5
4.2
3.8
5.5
5.0
64
5.2
4.8
4.4
4.0
3.8
4.8
4.6
4.3
4.0
3.7
64
57
51
46
2550
2500
2400
2300
2200
2100
76
68
61
55
49
105
100
95
90
84
6.2
5.5
5.0
4.5
4.1
75
71
64
58
52
48
2500
2400
2300
2200
2100
72
65
58
53
48
105
99
94
89
83
5.8
5.3
4.7
4.3
4.0
68
61
56
51
46
103
98
93
88
82
4.5
4.2
3.9
49
45
103
97
92
86
81
101
99
5.3
5.0
4.6
4.2
3.9
62
59
54
49
45
100
97
92
87
81
5.0
4.8
4.4
4.1
3.8
59
56
52
48
44
99
96
91
85
79
2450
2400
2300
2200
2100
-
65
62
56
51
47
_
_
93
88
82
Figure 5-7.
58
53
5.7
5.1
4.6
4.2
3.8
5.7
5.4
4.9
4.4
4.0
3.7
1 July 1979
For Flight Training Reference Only
n
3.6
Cruise Performance
5-14
n
GPH
71
62
55
95
89
84
78
n
n
n
CESSNA
SECTION 5
PERFORMANCE
MODEL 152
RANGE PROFILE
45 MINUTES RESERVE
24.5 GALLONS USABLE FUEL
CONDITIONS:
1670 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTES:
1.
This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during climb as shown in figure 5-6.
2.
Performance is shown for an airplane equipped with speed fairings which increase
the cruise speeds by approximately two knots.
12,000
i
c
10,000
Sj
y
T~
8( )
i 102
S
9' in
K TAS
A
1
■s/
i
f
8000
_^
K TAQ-
M 07
K TAS
6000
i_
M05
KTAS
s
_J
98
.KTAS
L79
30
<TAS1 KTAS
4000
cC
Iu
LL
<
O
Q_
2000 -
S.L.
i
<o
100
"KTA S"
300
350
34
KTAS"
61
i
*
II
a A
400
450
500
RANGE - NAUTICAL MILES
Figure 5-8.
Range Profile (Sheet 1 of 2)
1 July 1979
5-15
For Flight Training Reference Only
n
SECTION 5
CESSNA
PERFORMANCE
MODEL 152
RANGE PROFILE
n
45 MINUTES RESERVE
37.5 GALLONS USABLE FUEL
n
CONDITIONS:
1670 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTES:
1.
2.
This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during climb as shown in figure 5-6.
Performance is shown for an airplane equipped with speed fairings which increase
the cruise speeds by approximately two knots.
n
12,000
p80
n
KTAS]"KTAS
<ta:
<->
10,000
94
02
nV
11
n
\,
1X1
/I
8000
M07
-KTAS
i
LJJ
g
6000
r 105
KTAS
1
4000
_
■«
5
1
/
I
(
c
a
_
1 /KTAS
500
179
lL
If
a.
2000
1
KTAS
_KTAS
n
cc
-C
S.L.
/
1
■98
KTAS
550
I
-i
u
TA S
600
1
r
u
—
8 7TAS"
650
5
-
s
n
"77
;ktas
700
750
RANGE - NAUTICAL MILES
Figure 5-8.
n
Range Profile (Sheet 2 of 2)
1 July 1979
5-16
For Flight Training Reference Only
n
SECTION 5
PERFORMANCE
CESSNA
MODEL 152
ENDURANCE PROFILE
45 MINUTES RESERVE
24.5 GALLONS USABLE FUEL
CONDITIONS:
1670 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
NOTE:
This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
time during climb as shown in figure 5-6.
12,000
I
>
k
10,000
Q
I
6000
|
I
kf
3
cc
11 [
4000
i
2000
S.L.
II
L
(
8000
LU
/
3
4
:
5
ENDURANCE - HOURS
Figure 5-9.
Endurance Profile (Sheet 1 of 2)
1 July 1979
5-17
For Flight Training Reference Only
n
CESSNA
SECTION 5
PERFORMANCE
MODEL 152
ENDURANCE PROFILE
n
45 MINUTES RESERVE
37.5 GALLONS USABLE FUEL
n
CONDITIONS:
1670 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
NOTE:
This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
time during climb as shown in figure 5-6.
12,000
10,000
i
k
j
f
n
<
n
y
I-
n
8000
LU
U.
a
6000
<
4000
c
ccl_
D
1
— l;
n
i
|
II
u Jj
L
—
n
<
r
(
(
(
SI
nl
<*]
—
2000
1
|
S.L.
7
8
9
10
ENDURANCE - HOURS
Figure 5-9.
n
Endurance Profile (Sheet 2 of 2)
1 July 1979
5-18
For Flight Training Reference Only
n
For Flight Training Reference Only
z
33.
I—
CO
o
ro
I
Cn
1670
50 FT
LBS
54
KIAS
AT
SPEED
0°C
50 FTOBS
FT
1375
1410
560
585
605
7000
8000
20°C
1440
1480
650
1410
1370
1305
1335
1270
1215
1240
625
580
605
520
540
560
485
500
Landing Distance
1450
1335
1370
1410
1305
1275
1240
1215
1185
Figure 5-11.
630
540
560
580
605
1305
1340
1275
540
5000
6000
500
520
1215
1240
485
500
520
465
485
2000
3000
4000
10°C
GRND TOTAL FT GRND TOTAL FT
ROLL TO CLEAR ROLL TO CLEAR
FT
50 FT OBS
FT
50 FT OBS
t ""'
1185
450
465
1160
TO CLEAR
ROLL
GRND TOTAL FT
3t\
1000
S.L.
FT
ALT
PRESS
P
30°C
IO-{f
40°C
1480
675
1440
1520
1400
1370
650
1300
1335
1270
1240
560
580
600
625
520
535
500
1265
1400
600
1475
695
1555
1515
645
670
1435
620
575
1330
1360
1295
555
535
515
GRND TOTAL FT GRND TOTAL FT
ROLL TO CLEAR ROLL TO CLEAR
FT
50 FT OBS
50 FT OBS
FT
y,
If a landing with flaps up is necessary, increase the approach speed by 7 KIAS and allow for 35% longer
distances.
WEIGHT
3.
4.
For operation with tailwinds up to 10 knots, increase
distances by 10% for each 2 knots.
For operation on a dry, grass runway, increase distances by 45% of the "ground roll" figure.
NOTES:
1.
Short field technique as specified in Section 4.
2.
Decrease distances 10% for each 9 knots headwind.
Zero Wind
Power Off
Maximum Braking
Paved, Level, Dry Runway
Flaps 30°
CONDITIONS:
SHORT FIELD
LANDING DISTANCE
CESSNA
SECTION 6
MODEL 152
WEIGHT & BALANCE/
EQUIPMENT LIST
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Page
Introduction
Airplane Weighing Procedures
Weight And Balance
Equipment List
1 July 1979
6-3
6-3
6-6
6-13
6-1/(6-2 blank)
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculating the weight and moment for various
operations are also provided. A comprehensive list of all Cessna equip
ment available for this airplane is included at the back of this section.
It should be noted that specific information regarding the weight, arm,
moment and installed equipment list for this airplane can only be found in
the appropriate weight and balance records carried in the airplane.
It is the responsibility of the pilot to ensure that the airplane is loaded
properly.
AIRPLANE WEIGHING PROCEDURES
1.
Preparation:
a.
Inflate tires to recommended operating pressures.
b.
2.
c.
Remove the fuel tank sump quick-drain fittings and fuel line
drain plug to drain all fuel.
Remove oil sump drain plug to drain all oil.
d.
e.
f.
Move sliding seats to the most forward position.
Raise flaps to the fully retracted position.
Place all control surfaces in neutral position.
Leveling:
a.
Place scales under each wheel (500# minimum capacity for
b.
Deflate nose tire and/ or lower or raise the nose strut to center
scales).
bubble on level (see figure 6-1).
3.
Weighing:
a.
With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
4.
Measuring:
a.
Obtain measurement A by measuring horizontally (along the
airplane center line) from a line stretched between the main
wheel centers to a plumb bob dropped from the firewall.
b.
Obtain measurement B by measuring horizontally and paral
lel to the airplane center line, from center of nose wheel axle,
left side, to a plumb bob dropped from the line between the main
wheel centers. Repeat on right side and average the measure
ments.
5.
Using weights from item 3 and measurements from item 4, the
6.
Basic Empty Weight may be determined by completing figure 6-1.
airplane weight and C.G. can be determined.
1 July 1979
6-3
For Flight Training Reference Only
CESSNA
SECTION 6
WEIGHT & BALANCE/
MODEL 152
EQUIPMENT LIST
Datum (Firewall, Front Face)
Sta. 0.0
Level on Leveling Screws
(Left Side of Tailcone)
N
"
L & R
Scale Reading
Scale Position
Tare
Symbol
Left Wheel
L
Right Wheel
R
Nose Wheel
N
Sum of Net Weights (As Weighed)
W
Net Weight
)x (
X = ARM= (A)-(N) x (B) ; X = (
~
) IN.
W
Moment/1000
Weight (Lbs.)
Item
X C.G. Arm (In.) =
(Lbs.-ln.)
Airplane Weight (From Item 5, page 6-3)
"
Add Oil:
No Oil Filter (6 Qts at 7.5 Lbs/Gal)
-14.7
With Oil Filter (7 Qts at 7.5 Lbs/Gal)
-14.7
Add Unusable Fuel:
Std. Tanks (1.5 Gal at 6 Lbs/Gal)
40.0
L.R. Tanks (1.5 Gal at 6 Lbs/Gal)
40.0
Equipment Changes
Airplane Basic Empty Weight
Figure 6-1.
n
Sample Airplane Weighing
1 July 1979
6-4
For Flight Training Reference Only
n
For Flight Training Reference Only
a;
DATE
In
Out
ITEM NO.
AIRPLANE MODEL
Figure 6-2.
Arm
(In.)
Wt.
(Ib.)
ADDED (+)
Moment
/1000
(Ib.)
Wt.
(In.)
Arm
(Ib.)
Wt.
Moment
/1000
RUNNIN G BASIC
EMPTY V HEIGHT
PAGE NUMBER
Moment
/1000
REMOVED (-)
Sample Weight and Balance Record
OF ARTICLE OR MODIFICATION
DESCRIPTION
WEIGHT CHANGE
SERIAL NUMBER
Continuous History of Changes in Structure or Equipment Affecting Weight and Balance
SAMPLE WEIGHT AND BALANCE RECORD
M
8°
r
z
M
en
n^
~-
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S W Cfi
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0
0 a
to
an
SECTION 6
WEIGHT & BALANCE/
CESSNA
MODEL 152
EQUIPMENT LIST
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
weight and balance, use the Sample Problem, Loading Graph, and Center
of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriate weight and
balance records carried in your airplane, and enter them in the column
titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
In addition to the basic empty weight and moment noted on
these
records, the C.G.
shown,
but
arm (fuselage
station)
is also
need not be used on the Sample Loading
Problem. The moment which is shown must be divided by
1000 and this value used as the moment/1000 on the loading
problem.
Use
the
Loading
Graph
to determine the moment/1000 for each
additional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passengers and
baggage is based on seats positioned for average occu
pants and baggage loaded in the center of the baggage
areas as shown on the Loading Arrangements diagram.
For loadings which may differ from these, the Sample
Loading Problem lists fuselage stations for these items to
indicate their forward and aft C.G. range limitation (seat
"
travel and baggage area limitation). Additional moment
calculations, based on the actual weight and C.G. arm
(fuselage station) of the item being loaded, must be made if
the position of the load is different from that shown on the
Loading Graph.
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.
n
il
6-6
1 July 1979
For Flight Training Reference Only
n
SECTION 6
CESSNA
WEIGHT & BALANCE/
EQUIPMENT LIST
MODEL 152
LOADING
ARRANGEMENTS
*Pilot or passenger center of gravity on adjustable seats positioned for average occupant.
Numbers in parenthesis indicate forward and aft limits of occupant center of gravity range.
"Arms measured to the center of the areas shown.
1.
NOTES:
The usable fuel C.G. arm for standard tanks is located at station 42.0; the C.G.
arm for usable fuel in long range tanks is station 39.5.
2.
The aft baggage wall (approximate station 94} can be used as a convenient interior
reference point for determining the location of baggage area fuselage stations.
STATION
(C.G. ARM)
STATION
C.G. ARM)
JL
JL
•39 —
(33 TO 41)
•39
(33 TO 41)
"64
"84
:hild seat
_ AREA 1
64 ■
- AREA 2
**84-
- AREA 2
94-
94
STANDARD SEATING
Figure 6-3.
OPTIONAL SEATING
Loading Arrangements
BAGGAGE LOADING and TIE-DOWN
BAGGAGE AREA
MAXIMUM
ALLOWABLE
LOADS
AREA ® = 120 POUNDS
AREA © = 40 POUNDS
AREAS Q + © =120 POUNDS
TIE-DOWN
NET ATTACH
POINTS
: A cargo tie-down net is provided to secure baggage in the baggage area.
The net attaches to six tie-down rings.
Two rings are located on the floor
just aft of the seat backs and one ring is located two inches above the floor
on each cabin wall at the aft end of area (T) . Two additional rings are
located at the top, aft end of area (2) .
At least four rings should be used
to restrain the maximum baggage load of 120tf.
Figure 6-4.
Baggage Loading and Tie-Down
1 July 1979
6-7
For Flight Training Reference Only
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 152
CABIN
_
HEIGHT MEASUREMENTS
1
FIREWALL^
n
n
-FACE OF INSTRUMENT PANEL
56°
REAR WALL OF CABIN-
DOOR OPENING DIMENSIONS
WIDTH
WIDTH
HEIGHT
(TOP)
(BOTTOM)
HEIGHT
(FRONT)
(REAR)
31"
33'/4"
31'/2"
WIDTH
• LWR WINDOW LINE
* CABIN FLOOR
31"
CABIN WIDTH MEASUREMENTS
TIE DOWN RINGS (6)
• 27'/2"
*24'/2"
CABIN
STATIONS
(C.G. ARMS)
0.0
10
20
30
Figure 6-5.
40
50
60
560
70
80
9094
Internal Cabin Dimensions
6-8
1 July 1979
For Flight Training Reference Only
n
For Flight Training Reference Only
en
Includes unusable
Pilot and Passenqer (Station 33 to 41)
Reduced Fuel (As limited by maximum weight)
Long Range Tanks (37.5 Gal. Maximum)
Standard Tanks (24.5 Gal. Maximum)
Usable Fuel (At 6 Lbs./Gal.)
fuel and full oil)
airplane as it is presently equipped.
Basic Empty Weight (Use the data pertaining to your
TAKEOFF WEIGHT AND MOMENT
8.
9.
Fuel allowance for engine start, taxi, and runup
7.
....
1670
-5
1675
52
340
147
1136
(lbs.)
Weight
(lbs.)
Figure 6-6.
Sample Loading Problem
* The maximum allowable combined weight capacity for baggage areas 1 and 2 is 120 pounds.
and since this point falls within the envelope, the loading is acceptable.
56.6
-.2
56.8
3.3
13.3
6.2
34.0
Moment
(Ib.-ins.
/1000)
Weight
Moment
YOUR AIRPLANE
(Ib. -ins.
/1000)
SAMPLE AIRPLANE
Locate this point (1670 at 56.6) on the Center of Gravity Moment Envelope,
(Subtract Step 7 from Step 6)
RAMP WEIGHT AND MOMENT
6.
5. * Baggage - Area 2 (Station 76 to 94, 40 Lbs. Max.)
(Station 50 to 76, 120 Lbs. Max.)
4. * Baggage - Area 1 (Or passenger on child's seat)
3.
2.
1.
LOADING PROBLEM
SAMPLE
W CM
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CO
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SI tr1 O
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a
to
01
§8
For Flight Training Reference Only
400
NOTES:
[0 72 KG/LITERI
[51 4 KG MAXI
KG MAXI
liters) max:;;
12
I 3
14
LOADING GRAPH
37.5 GAL. (141
125
LOAD MOMENT/1000 (POUND-INCHES)
(92.7 LITERS) MAX
100
Refer to the Loading Arrangements Diagram for
Figure 6-7.
Loading Graph
forward and aft limits of occupant C.G. range.
seats positioned for an average occupant.
Line representing adjustable seats shows the pilot or passenger center of gravity on adjustable
118 1
BAGGAGE IN AREA @ 4CU MAX
120» MAX
PASSENGER ON CHILD'S SEAT)
BAGGAGE IN AREA ® 1OR
816./GAL
FUEL (STANDARD TANKS!
@ 6«/GAL. [0 72 KG/LITERI
FUEL ILONG RANGE TANKS}
PILOT. PASSENGER AND
75
LOAD MOMENT/1000 (KILOGRAM-MILLIMETERS)
50
I 5
- 25
- 50
- 75
- 100
: -125
X
<3
1-
.■■
ID
cr
r-H-H-- 150 7R
Ltt- 175
- 200
(
H
1—I
H
I
H
0
CD
o
a
8^
M
O
tr1
trJ
H
0
m
For Flight Training Reference Only
O
Q
<
UJ
Q
O
Z
D
to
_
1000
1100
30
1200
1300
1400
1500
1600
450
500
35
40
45
ENVELOPE
50
600
55
i
650
Figure 6-8.
Center of Gravity Moment Envelope
LOADED AIRPLANE MOMENT/1000 (POUND-INCHES)
MOMENT
550
LOADED AIRPLANE MOMENT/1000 (KILOGRAM-MILLIMETERS)
CENTER OF GRAVITY
i
l
1700
400
350
I
700
60
,
65
500
r 525
^-550
-575
600
E-625
r 650
^675
^700
725
r 750
r775
r800
&■
lu
SQ.
I
CESSNA
SECTION 6
WEIGHT & BALANCE/
MODEL 152
EQUIPMENT LIST
(SIAIVH9O1IX) 1HDI3M 3NVldHIV Q3QVOT
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1 July 1979
6-12
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
EQUIPMENT LIST
The following equipment list is a comprehensive list of all Cessna equipment
available for this airplane. A separate equipment list of items installed in your
specific airplane is provided in your aircraft file. The following list and the specific
list for your airplane have a similar order of listing.
This equipment list provides the following information:
An item number gives the identification number for the item. Each number is
prefixed with a letter which identifies the descriptive grouping (exam
ple: A. Powerplant & Accessories) under which it is listed. Suffix letters
identify the equipment as a required item, a standard item or an optional
item. Suffix letters are as follows:
-R = required items of equipment for FAA certification
-S = standard equipment items
-O = optional equipment items replacing required or standard
items
-A = optional equipment items which are in addition to
required or standard items
A reference drawing column provides the drawing number for the item.
NOTE
If additional equipment is to be installed, it must be done in
accordance with the reference drawing, accessory kit instruc
tions, or a separate FAA approval.
Columns showing weight (in pounds) and arm (in inches) provide the weight
and center of gravity location for the equipment.
NOTE
Unless otherwise indicated, true values (not net change
values) for the weight and arm are shown. Positive arms are
distances aft of the airplane datum; negative arms are distan
ces forward of the datum.
NOTE
Asterisks (*) after the item weight and arm indicate complete
assembly installations. Some major components of the assem
bly are listed on the lines immediately following. The summa
tion of these major components does not necessarily equal the
complete assembly installation.
1 July 1979
6-13
For Flight Training Reference Only
For Flight Training Reference Only
ACCESSORIES
r u A M r c
WARNER)
(SPIN-JN
VALVE
£
ACCESSORIES
BRAKE
BRAKE
TIRE,
TUBE
ASSY,
CLEVELAND
ASSY, CLEVELAND
4-PLY BLACKWALL
(EACH)
Tint ASSY,
CLEVELAND
30-75A
30-75A
(EACH)
6.00X6
M-1I3
(LEFT)
(RIGHT)
MAIN (2)
(EACH)
(2)
CHANGE!
•IHEELi 3R4KE i
WHEEL ASSY,
GEAR
(NET
BO1-R-?
LANDING
DRAIN
3RAKE ASSEMBLY,
^CCAJLEY
(LEFT)
BRAKE ASSEMBLY, MCCAULtY (RIGHT)
TIRE,
.+ -PLY BLACKWALL
(EACH)
TUflP (EACH)
B.
PRIMING SYSTEM
ENGINE OIL QUIC<
PUMP
RELIEF
PU"P
WHFEL, BRAKE S TIRE ASSY, 6.00X6 MAIN
WHEEL ASSEMBLY, MCCAULEY (FACH)
ENGINE
VALVF,
VACUUM
VACJJM
VACUUM
OR
ELEMENT)
DRIVE)
FIXED 3ITCH
1A103/TCM6958
SPINNER
INSTALLATION, PROPELLER
SPINNER DOME
AFT BULKHEAD
(BACK SIDE OF PRl)P)
FWO BULKHEAD (FWD SIDE OF PROP)
VACUUM SYSTEM, ENGINE iRIVEN
M f- T
PROPELLER
INSTALLATION
"KDPELLER,
MCCAULEY
J T
TIL COOLER
(STEWART
OIL FILTFR INSTALLATION
(BELT
BO1-R-1
A73-A
A73-S
Abl-A
A4 1 - R
433-R
A21-A
AIR
BRACKETS)
^TFRNATOR, 60 AM',
?3 \I31T
'TIL COOLER INSTALLATION
CARBURETOR
ALTERNATOR
FILTER,
£
A"-R
409-R
A17-R
POWERPLANT
ENGINE,
LYCOMING O-235-L2C (INCLUDES
STARTER,
CARBJRETOR, SPARK PLJGS AND
A.
EQUIPMENT LIST DESCRIPTION
AOl-R
'ITEM NO
:262023-0102
1241156-iO
C 163 001-310 1
C163033-01 11
C 163033-31 12
C262003-0101
C2S2023-D10Z
C262 303-0101
C163019-0201
C163006-3101
C163332-0111
C163032-0112
1701Olb
C4B2001-0401
C431003-T101
C431003-01 (H
0413466
0450 377
C450073-1
0453372-1
'1450076-1
0450077
C 161001-3501
C294510-02Cl
3 611503-0102
0453^71
3406J OR 8406M
C450412
0450371
REF DRAWING
8.5
1.8
37.6*
6.2
1.9
1.9
8.5
1.8
40.3*
7.4
1.7
1.7
1 .8
0.5
0.5
0.0
1.8
2 .8*
2.4*
0.3
1 .1
0.3
?8.2*
26.6
3.6
1.9
2.5
0.5
10.7
243.5
WT LBS
47. 1
47. 1
43.7
43.7
47. 1
—
46.8*
47. 1
43.7
43.7
47. 1
47. 1
46.8*
_
1.5
3.1
-7. 5
-38.6*
-33.4
-38.3
-37.4
-5.2
-7.5
-36.5*
-36.5
-16.3
-27.5
-2 4.0*
-27.4
-6.0
-13.2
ARM INS
ro
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a
3S
tn t"1
CESSNA
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
MODEL 152
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1 July 1979
1
1
1
1
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1
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6-15
For Flight Training Reference Only
For Flight Training Reference Only
)
CLOCK INSTALLATION, DIGITAL READOUT
CLOCK-TIMER,
DIGITAL
COMPASS
INSTRUMENT CLUSTER (LH FJEL £ RH FUEL)
INSTRUMENT CLUSTER (LH £ RH FUEL)
(USED
WITH G92-O, LONG RANGE WINGS ONLY)
INSTRUMENT CLUSTER (OIL PRES.
£ OIL TEMP.)
ECONCMY MIXTURE INDICATOR (EGTI
INDICATOR,
'G' METER
GYRO INSTALLATION (REQUIRES ITEM A61-A)
DIRECTIONAL INDICATOR
ATTITUDE
INDICATOR
RECORDER,
ENGINE HOUR METER
OUTSIOE AH TEMPERATURE INDICATOR
TACHOMETER INSTALLATION,
ENGINE
RECORDING TACH INDICATOR
INDICATOR, TURN COORDINATOR (24 VOLT ONLY)
O25-A-2
I
E05-R
E05-0
D9 1 - A
08S-A-?
038-A-l
082-A
085-R
067-A
040-R
04 9-A
D59-A
D64-A
03 7-n
02 8 -P.
D3 7-R
MARKINGS)
ALTITUDE
PANEL
D19-R
D25-A-1
FT.
(INCLUDES RELOCATION
ALTIMETER)
MILLIBARSI
SEAT,
SEAT,
CABIN
(10-30
NOT
ACCOMMODATIONS
TURN COORDINATOR
VERTICAL SPEED
DOES
PILOT INDIVIDUAL SLIDING
VERTICALLY ADJUSTABLE, PILOT
E.
INDICATOR,
INDICATOR,
AMMETER
CLOCK
INSTALLATION
CLOCK,
ELECTRIC
ENCODER (BLIND,
MOUNTING)
V3LT)
REQUIRE
ENCOiD I)JG ALTI M jET'ER , -rf fi|Tr,& r ^N\7ENt I ^NAI
ALTIMETER)
ANO
D16-A-3
D16-A-2
(FEET
ALTIMETER,
ENCODING ALTIMETER
OF CONVENTIONAL
(50
C661025-0102
0414084
0414085
C669535-0101
0401028-1
0400335
0413466-1
C661075
C661076
0401017
C6685070400500
C668020-0120
C661003-0505
C661003-0506
C661080-0101
S-1320-5
0400341
C 664508-0102
0470426-1
C664511-0101
C660501-0102
C669537~01C4
C669537-0105
0401019
0401013
0401013
C661071-01G2
C661071-0101
C661065-0105
MARKINGS)
(0513279)
REF DRAWING
FT
016-A-l
SENSITIVE
INDICATOR, TRUE AIRSPE€O
ALTIMETER,
SENSITIVE
ALTIMETER, SENSITIVE (20
(FEET A«0 MILLIBARS)
EQUIPMENT LIST DESCRIPTION
D07-H-2
0T7-G-1
f) rj — p
Til -0
ITEM NO
17.6
17.0
0.7
0.7
2.9
17.0
11.1
1.3
1.3
1.0
2.2
0.6
0.1
1.0*
0.6
0.4
0.7
0.7
6.3*
2.5
8:4-
0.5
0.4*
0.3
0.4*
0.3
0.5
1.5
2.9
45.2
45.2
5.2
22.0
12.5*
17.0
17.2
17.2
18.0
15.3
18.0
9.0
17.4
13.0*
14.7
18.0
18.6
18.0
14.4*
18.1
14.4*
18. 1
20.0
2.0
17.0
17.3
17.6
17.6
0.7
0.7
ARM INS
WT LBS
CD
a
>
Z ^ O5
CD
For Flight Training Reference Only
IT
'in 1
f
AIRPLANE
6
INTERNAL
CAbIN
TOP
EQUIPMENT
INSTALLED)
AIRCRAFT
PROOFING,
RINGS,
AUXILIARY
FACTORY
CORROSION
G13-A
(NOT
HOISTING
G.
APPROVED
IFR-DAY
AUDIBLE
FAA
MANUAL
PLACARD
VFR-UAY
VF^-DAY
MANUALS
PLACARD
PLACARD
FLIGHT
LIMITATIONS
LIMITATIONS
LIMITATIONS
WARNINGS
STALL WARNING HORN, PNFJMATIC,
PILOT'S OPERATING HANDBOOK AND
\| I
1
OPERATIONAL
k I
SYSTEM)
PLACARDS,
OPERATIONAL
OPERATIONAL
■NIGHT
F.
EXHAUST
SFAT, CO-PILOT INDIVIDUAL SLIDING
SEAT,
VERTICALLY ADJUSTABLE,
CJ-PILOT
SFAT
INSTALLATION,
AUXILIARY
UPPER BACK REST CUSHION
LOWER SEAT CUSHION ASSEMBLY
LAP BELT ASSEMBLY
Bt-LT ASSY,
PILOT LAP
SHTULDER HARNESS ASSY, PILOT
SHOULDER HARNESS
INERTIA INSTL., PILOT &
CO-PILOT (NET CHANGE)
HFLT L SHOULDER HARNESS ASSY, CO-PILOT
INTERIOR, DELUXE (NET CHANGE)
.JJNmwS, OVERHEAD CABIN TOP (MET INCREASE)
SUN VISOKS (SET OF 2)
WINDOWS, TINTEO, CABIN (NET CHANGE)
BAGGAGE NET
DUAL CONTROLS (WHEEL, PEDALS & THE BRAKES)
ALL PURPOSE CONTROL WHEEL
(RQD WITH C25-A)
(KT-NET CHANGF)
HEATING SYSTEM, CABIN (INCLUDES ENGINE
EQUIPMENT LIST DESCRIPTION
G?7-A
F16-R
F04-»
f-.m-o-?
F'M-P
F'U-0-1
E93-R
E39-A
C55-A
E57-O
E65-S
E35-A
E89-0
E34-U
F23-S
E15-R
E15-S
El 9-0
E09-A
F n ~? — n
ev-7-s
ITEM NO
0414084
0400027-2
0 541115
0413029
D1170-13PH
0405068-3
040 5 06 8-1
04C5068-2
0450071
2015009-2
0460118-2
0514166
0 400324-1
S-2275-4
0415020
0413492
3400134-1
0711030-1
0400136-9
S-1746-2
S-2275-104
S-2275-202
0401012-1
0414085
REF DRAWING
0.5
4.5
2.0
0.5
0.5
NEGL
NEGL
NEGL
14.0
4.1
NEGL
2.0
1.5
0.5
l.C
0.0
1.3
1.0
1.0
1.0
17.0
10.5*
1.3
6.4
11.1
WT LBS
68.0
42.0
21.5
23.C
23.0
23.0
-22.0
84.0
12.1
39.0
40.C
49.0
27.0
45.2
45.2
66.5*
72.9
64.5
66.0
39.0
39.0
71.1
ARM INS
(3d >
to
For Flight Training Reference Only
H38-A-1
H07-A
HH-A
G9?-A
G88-A
G55-A
G58-A
G6 7-A
G49-H
G34-A
3 31 - A
G16-A
G19-A
G22-A
G25-S
ITEM NO
f j AMI'
C
I
AUTOPILOTS
UN-346A1
(K-546E)
£
EXCHANGE
H?5-A
FOR
INDICATOR
VOR/LOCIN ITE^S
MOUNTING, RIGID
ANTENNA
AUTO RAOIAI
CENTERING
I
ARC/LOC
H22-A AND
ANTENNA
INSTALLATION
LOOP ANTENNA INSTALLATION
CABLE INSTALLATION
MISC.
INSTALLATION COMPONENTS
CESSNA 400 GLIDESLOPE WITH ILS INDICATOR
EXCHANGED FOR LOC
INDICATOR
RECEIVER
(R-443B)
INDICATOR
BFO
AVIONICS
CESSNA 300 ADF
RECEIVER WITH
H.
CRAVIKCASE I3RFATHER TUBE INSULATION
WINGS WITH 39 GALLON CAPACITY, EXTENDED
RANGE FUEL TANKS,
(NET CHANGE)
LIGHTER, CIGARETTE
WING TIPS, MODIFIED CONICAL (NET CHANGE)
FIRE EXTINGUISHER, HAND TYPt
STEPS S HANDLES, REFUELING ASSIST
3EOAL EXTENSIONS, RUDDER, REMOVABLE - SET
OF 2 (STOWABLE - INSTALLED \R* SHOWN)
AVAILABLE FROM DEALERS ONLY
WINTERIZATION KIT
INSTALLATION, ENGINE
COVER PLATES,
FWO COWL (SET OF 2
INSTALLED)
COVER PLATES,
FORWARD COWL (STOWED)
L n A \ lj C I
STATIC DISCHARGERS (SET OK 10)
STABILIZER A3RAS10N SOOTS
TOW 3 A*, AIRCRAFT NOSE WHEEL (STOWED)
PAINT, OVERALL EXTERIOR
OVERALL <USE WHITE
COLUK STRIPE
CARt.FS,
CORROSION RESISTANT CONTROL
(NET
EQUIPMENT LIST DESCRIPTION
_
_
42100-0000
36450-3CD0
1200098-2
46860-1203
3910157-13
3950104-14
0473400-62 1
3919159-11
41240-0001
40980-1001
0401018
—
—
0401024
04010C1
0413456
0701048
0401023
0523565
0400027
0404034
D501019-1
0500341
0 401015
REF DRAWING
2.1
0.3
0.2
0.2
3.3
0.9
0.2
1.4
1.8
0.6
4.1*
22.0
15.5
105.3
105.3
15.5
96.5
24.2
12.3
14.4
78.9*
17.4*
13.5
84.0
-12.0
37.3
0.1
0.2
5.9
8.2*
-20.9*
-3 3.0
13.0
41.0
9. 5
9.9
8.0
79.0
115.1
84.0
80.3*
117.6
179.4
ARM INS
0.5*
0.1
0.1
2.5
3.0
2. 1
2.3
0.3
0.0
0.4
2.5
1.6
9.4*
8.7
WT LBS
2
a
Q
5
CO
For Flight Training Reference Only
H08-A-2
CD
■5
CO
03
CD
H37-A
H34-A
H28-A-2
H28-A-1
H?5-A
H22-A
H16-A-2
H16-A-1
H13-A
ITEM NO
P
e-i
CENTERING
INDICATOR,
USE)
ARC/ILS
IN ITEM
<0
COM
&
M
DMELT-6-1C)
ANTENNA
CABLE
ANTENNA
£
OMNI
COUPLER
KIT
OMMI
ANTENNA INSTALLATION
VHF L.H. COM ANTENNA
MICROPHONE
INSTALLATION
AUOIO CONTROL
CABIN SPEAKFR INSTL
HEADPHONE INSTALLATION
OMNI
UNIT
(AVAILABLE
ALTERNATOR)
(USED rf ITH 1ST
INSTALLATION)
RAOIO COOLING
NOISE FILTER (AU0I0K0N
LH COM ANTENNA CABLE
3ASIC AVIONICS KII
NAV/COM FACTORY
ANTENNA
TRANSMITTER
LANAJAI
r a hi a n a t
1ST UNIT
(REQUIRES H34-A TO BE OPERATIONAL)
RECEIVER-TRANSCEIVER (RT-385A)
VOR/LQC INDICATOR (IN-385A)
MOUNT, WIRING & MISC
ITEMS
CESSNA 300 NAV/CQM, 720 CH COM 2N0 UNIT
(REQUIRES H37-A TO BE OPERATIONAL)
RECEIVER-TRANSCEIVER (RT-385A)
VOR/LOC INDICATOR (IN-385A)
MOUNT, WIRING £ MISC
ITEMS
EMERGENCY LOCATOR TRANSMITTER
TRANSMITTER (0 S M DMELT-6-1)
ANTENNA
EMERGENCY LOCATOR TRANSMITTER (USED IN
ANTENNA
CFSSNA 400 TRANSPONDER (EXPORT
TRANSCEIVER (RT-459A)
ANTENNA
CESSNA 3?T NAV/COM,
720 CH COM
RECEIVER (R-402A)
ANTENNA,
L SHAPED RJD
CESSNA 300 TRANSPONOER
TRANSCEIVER (RT-359A)
FOR VOR/ILS INDICATOR
H17-A ONLY
CESSNA 40C MARKER BEACON
AUTO RADIAL
EXCHANGE
EQUIPMENT LIST DESCRIPTION
—
5.5
1.6
46660-100T
46860-1003
3.5*
3.3
0.1
3.5*
C470419-1
C589511-0117
C589511-0109
0470419-2
1.0*
30.6*
51.1
17.2
14.0
223.9
55.9
18.2
20.2
105.0
15.6
-25.0
1.0
0.1
0.4
0.9
0.5
0.4
0.3
0.4
1.1
0.2
3930208
3940148-1
3950104-3
3950104-4
3960132-9
3960113-1
3970117-1
3970145
3970123-6
3970125-1
102.6
101.3
60.2*
3.3
0.1
5.3*
13.6
15.5
12.9
102.5*
102.6
131.3
102.5*
13.6
15.5
12.9
13.9*
18.6*
13.0
67.0
18.6*
13.0
67.0
13.9*
86.0
35.4*
11.7
15.5
ARM INS
C589511-0113
C589511-0109
3910186
1.3
8.1*
5.5
1.6
3910183
46660-1000
46860-1000
1.0
3.6*
2.8
0.1
8.1*
0.6
3.6*
2.7
0.1
0.8
2.2*
0.2
WT LBS
41420-0028
42943-0030
3910128-20
41470-1028
42940-0000
3913183
3910127-1
42410-5128
0770681-1
—
46860-2200
REF DRAWING
cn
go
I
For Flight Training Reference Only
CD
c-i
o
N
J04-A
JO1-A
H56-A
H"55-A
ITEM NO
?ND
COM
COM
ANTENNA
CABLE
rsLJL
"diCLt
u ij c r i
OMNI
FLASHING
OPTION
(FOR
3YRDS)
BFAC3N
PACKAGES
REQUIRES
ALL-
CABLE
ONLY)
H^7-A
H25-A
I
COM
?ND
ANTENNA
RT-385A
E,
COUPLER
UNIT
KIT
C49-A-1 LANDING LIGHT
SINGLE BJLB
064-A
GYRH INSTALLATION
D82-A
OUTSIDE AIR TEMPERATURE IND
088-A
TURN COORDINATOR
D91-A
RATE OF CLIMB IND.
E55-A
SUN VISORS
G05-A
DUAL CONTROLS
G34-A
CIGARETTE LIGHTER
H22-A
CESSNA 300 MAV/CQM RT-385A
H34-A
B4SIC AVIONICS KIT
152 II NAV-PAC EQUIPMENT
H16-A-1 CESSNA 301 TRANSPONDER 3T-3S9A
C43-A
SPECIAL
152-11 PACKAGE EQUIPMENT
A61-A
VACUUM SYSTFM
J.
PADDED HEADPHONE-MIKE ASSY,
PURPOSE CONTROL WHEEL
'N 1
roMTfjni
O "-
INSTL
SPLITTER) &
ALL'PURPOSE
UNIT NAV/COM FACTURY
ANTENNA INSTALLATION
OMNI COUPLER (SIGNAL
HtMlSET-MICRUPHONE, RQS
RH
ON
RH
EQUIPMENT LIST DESCRIPTION
3910127
3910183
C661080-0101
0514166
0460 118-2
040102 3
3910 183
C663507-n01
C661003-0505
0401022
0 413 466
0406003-1
0413466-2
C596531-0101
C 596530-0101
S-2086-1
REF DRAWING
1.0
5.3
12.7*
3.6
8.1
0. 1
8. 1
1.3
1 .0
6.3
0.1
1.3
0.7
1.0
4.1
32.1*
2.8
1 .1
0.4
0.4
0.?
0.2
WT LBS
26
1*
-5.2
193.7
-28.3
13.0
22.0
17.2
17.3
27.0
12.1
18.0
13.9
60.2
16.5*
18.6
13.9
3 0.6
55.9
20.2
1.0
17.2
ARM INS
o
h a
Z & «»
H o_ -^
ci i-i O
H < Cfi
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
Page
Introduction
7-3
Airframe
7-3
Flight Controls
Trim System
Instrument Panel
Ground Control
Wing Flap System
7-8
7-8
7-8
7-9
7-10
Landing Gear System
7-10
Baggage Compartment
7-10
Seats
7-11
Seat Belts And Shoulder Harnesses
Seat Belts
Shoulder Harnesses
Integrated Seat Belt/Shoulder Harnesses With Inertia Reels
Entrance Doors And Cabin Windows
Control Locks
7-13
7-14
7-14
7-15
Engine
7-15
7-13
7-13
Engine Controls
7-15
Engine Instruments
7-16
New Engine Break-In And Operation
7-17
Engine Oil System
7-17
Ignition-Starter System
7-18
Air Induction System
7-18
Exhaust System
7-18
Carburetor And Priming System
7-18
Cooling System
7-19
Propeller
7-19
Fuel System
Brake System
Electrical System
7-19
Master Switch
7-22
Ammeter
7-24
1 July 1979
7-22
7-22
7-1
For Flight Training Reference Only
~
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
_
TABLE OF CONTENTS (Continued)
Page
Alternator Control Unit And Low-Voltage Warning Light
Circuit Breakers And Fuses
Ground Service Plug Receptacle
.
.
7-24
7-25
7-25
Lighting Systems
Exterior Lighting
7-25
7-25
Interior Lighting
7-26
Cabin Heating, Ventilating And Defrosting System
7-27
Pitot-Static System And Instruments
7-27
Airspeed Indicator
7-29
Vertical Speed Indicator
7-29
Altimeter
7-29
Vacuum System And Instruments
7-29
Attitude Indicator
7-31
Directional Indicator
7-31
Suction Gage
Stall Warning System
7-31
7-31
Avionics Support Equipment
7-32
Audio Control Panel
7-32
.
Transmitter Selector Switch
Audio Selector Switches
Com Auto Audio Selector Switch
Coin Both Audio Selector Switch
7-32
7-34
7-34
7-35
Annunciator Lights Brightness And Test Switch
Sidetone Operation
n
7-35
7-35
Microphone-Headset Installations
7-36
Static Dischargers
7-36
n
n
n
7-2
.
For Flight Training Reference Only
1 July 1979
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
INTRODUCTION
This section provides description and operation of the airplane and its
systems. Some equipment described herein is optional and may not be
installed in the airplane. Refer to Section 9, Supplements, for details of
other optional systems and equipment.
AIRFRAME
The airplane is an all-metal, two-place, high-wing, single-engine
airplane equipped with tricycle landing gear and designed for general
utility purposes.
The construction of the fuselage is a conventional formed sheet metal
bulkhead, stringer, and skin design referred to as semimonocoque. Major
items of structure are the front and rear carry-through spars to which the
wings
are attached, a bulkhead and forgings for main landing gear
attachment at the base of the rear doorposts, and a bulkhead with attaching
plates at the base of the forward door posts for the lower attachment of the
wing struts. Four engine mount stringers are also attached to the forward
door posts and extend forward to the firewall.
The externally braced wings, containing the fuel tanks, are construct
ed of a front and rear spar with formed sheet metal ribs, doublers, and
stringers. The entire structure is covered with aluminum skin. The front
spars are equipped with wing-to-fuselage and wing-to-strut attach fit
tings. The aft spars are equipped with wing-to-fuselage attach fittings, and
are partial-span spars. Conventional hinged ailerons and single-slotted
flaps are attached to the trailing edge of the wings. The ailerons are
constructed of a forward spar containing balance weights, formed sheet
metal ribs and "V" type corrugated aluminum skin joined together at the
trailing edge. The flaps are constructed basically the same as the ailerons,
with the exception of the balance weights and the addition of a formed sheet
metal leading edge section.
The empennage (tail assembly) consists of a conventional vertical
stabilizer, rudder, horizontal stabilizer, and elevator. The vertical stabiliz
er consists of a spar, formed sheet metal ribs and reinforcements, a wrap
around skin panel, formed leading edge skin and a dorsal. The rudder is
constructed of a formed leading edge skin containing hinge halves, a wrap
around skin panel and ribs, and a formed trailing edge skin with a ground
adjustable trim tab at its base. The top of the rudder incorporates aleading
edge extension which contains a balance weight. The horizontal stabilizei
is constructed of a forward spar, main spar, formed sheet metal ribs anc
stiffeners, a wrap-around skin panel, and formed leading edge skins. The
1 July 1979
For Flight Training Reference Only
7-;
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
n
n
n
n
AILERON CONTROL SYSTEM
r
n
n
n
RUDDER CONTROL SYSTEM
Figure 7-1.
.7-4
Flight Control and Trim Systems (Sheet 1 of 2)
1 July 1979
For Flight Training Reference Only
n
n
u
CESSNA
SECTION 7
MODEL 152
AIRPLANE & SYSTEMS DESCRIPTIONS
ELEVATOR CONTROL SYSTEM
ELEVATOR TRIM CONTROL SYSTEM
Figure 7-1.
Flight Control and Trim Systems (Sheet 2 of 2)
1 July 1979
7-
For Flight Training Reference Only
n
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
n
n
n
n
n
n
Figure 7-2.
7-6
n
Instrument Panel (Sheet 1 of 2)
1 July 1979
For Flight Training Reference Only
n
For Flight Training Reference Only
-.1
CD
CD
Master Switch
40.
ADF Bearing Indicator
Additional Instrument Space
Low-Voltage Warning Light
Ammeter
19.
20.
21.
22.
Ignition Switch
39.
Economy Mixture Indicator (EGT)
Primer
Parking Brake Control
41.
42.
Quantity Indicators
Left and Right Fuel
Dial Lights Rheostat
18.
38.
Instrument Panel and Radio
Tachometer
37.
Audio Control Panel
15.
Flight Hour Recorder
36.
14.
16.
35.
and Switches
Nav/Com Radio
17.
34.
33.
ADF Radio
Marker Beacon Indicator Lights
13.
32.
Transponder
Slope Indicator
Elevator Trim Control Wheel
and Position Indicator
Carburetor Heat Control
Electrical Switches
Oil Pressure Gage
Oil Temperature Gage
Cigar Lighter
Microphone
30.
31.
Course Deviation and ILS Glide
11.
12.
10.
29.
Indicator
Mixture Control
Throttle (With Friction Lock)
28.
Airplane Registration Number
Wing Flap Switch and Position
Circuit Breakers
Cabin Air Control
Cabin Heat Control
Map Compartment
Vertical Speed Indicator
Altimeter
Digital Clock
27.
Attitude Indicator
5.
9.
26.
Directional Indicator
4.
8.
25.
Suction Gage
3.
7.
24.
Airspeed Indicator
6.
23.
Turn Coordinator
1.
2.
I
I—I
>
CD -J
w
O
Cfi
M
H
ra
w
EP
K
z
t-<
a
n
SECTION 7
CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
horizontal stabilizer also contains the elevator trim tab actuator. Con
struction of the elevator consists of a main spar and bellcrank, left and
right wrap-around skin panels, and a formed trailing edge skin on the left
half of the elevator; the entire trailing edge of the right half is hinged and
forms the elevator trim tab. The leading edge of both left and right elevator
tips incorporate extensions which contain balance weights.
"
FLIGHT CONTROLS
The
airplane's
flight
control
system
(see figure 7-1)
consists of
conventional aileron, rudder, and elevator control surfaces. The control
surfaces
are manually operated through mechanical linkage using a
control wheel for the ailerons and elevator, and rudder/brake pedals for
the rudder.
Extensions are available for the rudder/brake pedals. They consist of a
rudder pedal face, two spacers and two spring clips. To install an exten
sion, place the clip on the bottom of the extension under the bottom of the
rudder pedal and snap the top clip over the top of the rudder pedal. Check
that the extension is firmly in place. To remove the extensions, reverse the
above procedures.
TRIM SYSTEM
_
A manually-operated elevator trim tab is provided. Elevator trimming
is accomplished through the elevator trim tab by utilizing the vertically
mounted trim control wheel. Forward rotation of the trim wheel will trim
nose-down; conversely, aft rotation will trim nose-up.
INSTRUMENT PANEL
The instrument panel (see figure 7-2) is designed to place the primary
flight instruments directly in front of the pilot. The gyro-operated flight
instruments are arranged one above the other, slightly to the left of the
control column. To the left of these instruments are the airspeed indicator,
turn coordinator, and suction gage. The clock, altimeter, vertical speed
indicator, and navigation instruments are above and/or to the right of the
control column. Avionics equipment is stacked approximately on the
centerline of the panel, with space for additional equipment on the lower
right side of the instrument panel. The right side of the panel also contains
the tachometer, ammeter, low-voltage light, economy mixture indicator
(EGT) and additional instruments such as a flight hour recorder. The left
switch and control panel, under the primary instrument panel, contains
7-8
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
the fuel quantity indicators, cigar lighter, and engine instruments posi
tioned below the pilot's control wheel. The electrical switches, panel and
radio light rheostat knob, ignition and master switches, primer, and
parking brake control are located around these instruments. The engine
controls, wing flap switch, and cabin air and heat control knobs are to the
right of the pilot, at the center of the switch and control panel. Directly
below these controls are the elevator trim control wheel, trim position
indicator, microphone, and circuit breakers. A map compartment is on the
extreme right side of the switch and control panel.
For details concerning the instruments, switches, circuit breakers, and
controls on this panel, refer in this section to the description of the systems
to which these items are related.
GROUND CONTROL
Effective ground control while taxiing is accomplished through nose
wheel steering by using the rudder pedals; left rudder pedal to steer left and
right rudder pedal to steer right. When a rudder pedal is depressed, a
spring-loaded steering bungee (which is connected to the nose gear and to
the rudder bars) will turn the nose wheel through an arc of approximately
8.5° each side of center. By applying either left or right brake, the degree of
turn may be increased up to 30° each side of center.
>>>
Figure 7-3.
Wing Flap System
1 July 1979
7-9
For Flight Training Reference Only
n
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
Moving the airplane by hand is most easily accomplished by attaching
a tow bar to the nose gear strut. If a tow bar is not available, or pushing is
required, use the wing struts as push points. Do not use the vertical or
horizontal surfaces to move the airplane. If the airplane is to be towed by
vehicle, never turn the nose wheel more than 30° either side of center or
structural damage to the nose gear could result.
The
minimum turning
radius
of the
airplane,
using differential
n
braking and nose wheel steering during taxi, is approximately 24 feet 8
inches. To obtain a minimum radius turn during ground handling, the
airplane may be rotated around either main landing gear by pressing down
on the tailcone just forward of the vertical stabilizer to raise the nose wheel
off the ground.
WING FLAP SYSTEM
The wing flaps are of the single-slot type with a maximum deflection of
n
30° (see figure 7-3). They are extended or retracted by positioning the wing
flap switch lever on the instrument panel to the desired flap deflection
position. The switch lever is moved up or down in a slot in the instrument
panel that provides mechanical stops at the 10° and 20° positions. For flap
settings greater than 10°, move the switch lever to the right to clear the stop
and position it as desired. A scale and pointer on the left side of the switch
lever indicates flap travel in degrees. The wing flap system circuit is
protected by a 15-ampere circuit breaker, labeled FLAP, on the right side of
the instrument panel.
"
LANDING GEAR SYSTEM
The landing gear is of the tricycle type with a steerable nose wheel and
two main wheels. The landing gear may be equipped with wheel fairings.
Shock absorption is provided by the tubular spring-steel main landing
gear struts and the air/ oil nose gear shock strut. Each main gear wheel is
equipped with a hydraulically actuated disc-type brake on the inboard side
of each wheel. When wheel fairings are installed an aerodynamic fairing
covers each brake.
n
BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of the
pilot and passenger's seats to the aft cabin bulkhead. Access to the baggage
7-10
1 July 1979
For Flight Training Reference Only
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
compartment is gained from within the airplane cabin. A baggage net with
six tie-down straps is provided for securing baggage and is attached by
tying the straps to tie-down rings provided in the airplane. When loading
the airplane, children should not be placed or permitted in the baggage
compartment, unless a child's seat is installed, and any material that
might be hazardous to the airplane or occupants should not be placed
anywhere in the airplane. For baggage area dimensions, refer to Section 6.
SEATS
The seating arrangement consists of two separate adjustable seats for
the pilot and passenger and, if installed, a child's seat in the rear cabin
area. The pilot's and passenger's seats are available in two designs: fourway and six-way adjustable.
Four-way seats may be moved forward or aft, and the seat back angle
changed. To position either seat, lift the lever under the inboard corner of
the seat, slide the seat into position, release the lever, and check that the
seat is locked in place. To adjust the seat back, pull forward on the knob
under the center of the seat and apply pressure to the back. To return the
seat back to the upright position, pull forward on the exposed portion of the
seat back frame. Both seat backs will also fold full forward.
The six-way seats may be moved forward or aft, adjusted for height,
and the seat back angle changed. Position either seat by lifting the tubular
handle under the inboard front corner of the seat bottom and slide the seat
to the desired position. Release the lever and check that the seat is locked in
place. To raise or lower the seat, rotate the crank located under the
outboard corner of each seat. Seat back angle is adjustable by rotating a
lever on the rear inboard corner of each seat. To adjust either seat back,
rotate the lever aft and apply pressure against the back until it stops
moving; then release the lever. The seat back may be returned to the
upright position by pulling forward on the exposed portion of the lower
seat back frame. Check that the release lever has returned to its vertical
position. Both seat backs will fold full forward.
A child's seat is available for installation in the rear of the cabin. The
seat back is secured to the cabin sidewalls, and the seat bottom is attached
to brackets on the floor. This seat is non-adjustable.
1 July 1979
7-11
For Flight Training Reference Only
n
CESSNA
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
STANDARD
MODEL 152
SHOULDER
n
HARNESS
-
NARROW RELEASE ST
(Pull up when lengthi
harness)
FREE END OF HARNESS
(Pull down to tighten!
SHOULDER HARNESS
(PILOT'SSEATSHOWN)
CONNECTING LINK
(Snap onto retaining st
SEAT
BELT/SHOULDER
HARNESS
WITH
INERTIA
REEL
SEAT BELT LINK HALF
\ND SHOULDER HARNE
DETAINING STUD
FREE END OF SEAT BELT
(Pull to tighten)
-
r
SEAT BELT BUCKLE
(Non adjustable)
r
SEAT BELT/SHOULDER HARNESS
ADJUSTABLE LINK
(Position link just below shoulder
level; pull link and harness down
ward to connect to seat belt buckle)
Figure 7-4.
n
Seat Belts and Shoulder Harnesses
1 July 1979
7-12
For Flight Training Reference Only
n
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts (see figure 7-4). The
pilot's and passenger's seats are also equipped with separate shoulder
harnesses. Integrated seat belt/shoulder harnesses with inertia reels can
be furnished for the pilot's and passenger's seat positions if desired.
SEAT BELTS
The seat belts used with the pilot's seat, passenger's seat, and the
child's seat (if installed) are attached to fittings on the floorboard. The
buckle half of the seat belt is inboard of each seat and has a fixed length; the
link half of the belt is outboard and is the adjustable part of the belt.
To use the seat belts for the pilot's and passenger's seats, position the
seat as desired, and then lengthen the link half of the belt as needed bygrasping the sides of the link and pulling against the belt. Insert and lock
the belt link into the buckle. Tighten the belt to a snug fit by pulling the free
end of the belt. The seat belt for the child's seat (if installed) is used in the
same manner as the belts for the pilot's and passenger's seats. To release
the seat belts, grasp the top of the buckle opposite the link and pull upward.
SHOULDER HARNESSES
Each shoulder harness is attached to a rear doorpost above the window
line and is stowed behind a stowage sheath above the cabin door. To stow
the harness, fold it and place it behind the sheath. No harness is available
for the child's seat.
The shoulder harnesses are used by fastening and adjusting the seat
belt first. Then, lengthen the harness
as required by pulling on the
connecting link on the end of the harness and the narrow release strap.
Snap the connecting link firmly onto the retaining stud on the seat belt link
half. Then adjust to length. Removing the harness is accomplished by
pulling upward on the narrow release strap and removing the harness
connecting link from the stud on the seat belt link. In an emergency, the
shoulder harness may be removed by releasing the seat belt first and
allowing the harness, still attached to the link half of the seat belt, to drop to
the side of the seat.
Adjustment of the shoulder harness is important. A properly adjusted
harness will permit the occupant to lean forward enough to sit completely
erect, but prevent excessive forward movement and contact with objects
during sudden deceleration. Also, the pilot will want the freedom to reach
all controls easily.
1 July 1979
7-l£
For Flight Training Reference Only
"
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
INTEGRATED SEAT BELT/SHOULDER HARNESSES WITH
INERTIA REELS
Integrated seat belt/ shoulder harnesses with inertia reels are availa
"
ble for the pilot and front seat passenger. The seat belt/ shoulder harnesses
extend from inertia reels located in the upper cabin sidewall just aft of each
cabin door to attach points outboard of the front seats. A separate seat belt
half and buckle is located inboard of the seats. Inertia reels allow complete
freedom of body movement. However, in the event of a sudden deceleration,
they will lock automatically to protect the occupants.
To use the seat belt/shoulder harness, position the adjustable metal
link on the harness at about shoulder level, pull the link and harness
downward, and insert the link in the seat belt buckle. Adjust belt tension
across the lap by pulling upward on the shoulder harness. Removal is
accomplished by releasing the seat belt buckle, which will allow the
inertia reel to pull the harness outboard of the seat.
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through either of
two entry doors, one on each side of the cabin (refer to Section 6 for cabin
and cabin door dimensions). The doors incorporate a recessed exterior and
interior door handle, a key-operated door lock (left door only), a door stop
mechanism, and an openable window.
To open the doors from outside the airplane, utilize the recessed door
"
handle near the aft edge of each door. Grasp the forward edge of the handle
and pull out. To close or open the doors from inside the airplane, use the
recessed door handle and arm rest. Both cabin doors should be checked for
security prior to flight, and should not be opened intentionally during
flight.
NOTE
Accidental
opening
of
a
cabin
door in flight
due to
improper closing does not constitute a need to land the
airplane. The best procedure is to set up the airplane in a
trimmed condition at approximately 65 KIAS, momentar
ily shove the door outward slightly, and forcefully close
the door.
Exit from the airplane is accomplished by grasping the forward edge
of the door handle and pulling. To lock the airplane, lock the right cabin
door from the inside by lifting up on the lever near the aft edge of the door,
close the left cabin door, and using the ignition key, lock the door.
7-14
1 July 1979
For Flight Training Reference Only
n
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
Both cabin doors are equipped with openable windows. The windows
are held in the closed position by a detent equipped latch on the lower edge
of the window frame. To open either window, rotate the latch upward. The
windows are equipped with a spring-loaded retaining arm which will help
rotate the window outward, and hold it there. If required, the windows may
be opened at any speed up to 149 KIAS. All other cabin windows are of the
fixed type and cannot be opened. Two additional fixed windows may be
installed in the cabin top.
CONTROL LOCKS
A control lock is provided to lock the aileron and elevator control
surfaces to prevent damage to these systems by wind buffeting while the
airplane is parked. The lock consists of a shaped steel rod with a red metal
flag attached to
it.
The
flag is labeled CONTROL LOCK, REMOVE
BEFORE STARTING ENGINE. To install the control lock, align the hole
in the top of the pilot's control wheel shaft with the hole in the top of the
shaft collar on the instrument panel and insert the rod into the aligned
holes. Installation of the lock will secure the ailerons in a neutral position
and
the
elevators
in
a slightly trailing edge down position. Proper
installation of the lock will place the red flag over the ignition switch. In
areas where high or gusty winds occur, a control surface lock should be
installed over the vertical stabilizer and rudder. The control lock and any
other type of locking device should be removed prior to starting the engine.
ENGINE
The airplane is powered by a horizontally-opposed, four-cylinder,
overhead-valve, air-cooled, carbureted engine with a wet sump oil system.
The engine is a Lycoming Model O-235-L2C and is rated at 110 horsepower
at 2550 RPM. Major engine accessories (mounted on the front of the engine)
include a starter, a belt-driven alternator, and an oil cooler. Dual magnetos
are mounted on an accessory drive pad on the rear of the engine. Provi
sions are also made for a vacuum pump and full flow oil filter.
ENGINE CONTROLS
Engine power is controlled by a throttle located on the lower center
portion of the instrument panel. The throttle operates in a conventional
manner; in the full forward position, the throttle is open, and in the full aft
position, it is closed. A friction lock, which is a round knurled disk, is
located at the base of the throttle and is operated by rotating the lock
clockwise to increase friction or counterclockwise to decrease it.
1 July 1979
7-15
For Flight Training Reference Only
SECTION 7
CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
The mixture control, mounted above the right corner of the control
pedestal, is a red knob with raised points around the circumference and is
equipped ■with a lock button in the end of the knob. The rich position is full
forward, and full aft is the idle cut-off position. For small adjustments, the
control may be moved forward by rotating the knob clockwise, and aft by
rotating the knob counterclockwise. For rapid or large adjustments, the
knob may be moved forward or aft by depressing the lock button in the end
of the control, and then positioning the control as desired.
ENGINE INSTRUMENTS
Engine operation
is
monitored by the following instruments: oil
pressure gage, oil temperature gage, and a tachometer. An economy
mixture (EGT) indicator is also available.
The oil pressure gage, located on the left switch and control panel, is
operated by oil pressure. A direct pressure oil line from the engine delivers
oil at engine operating pressure to the oil pressure gage. Gage markings
indicate that minimum idling pressure is 25 PSI (red line), the normal
operating range is 60 to 90 PSI (green arc), and maximum pressure is 115
PSI (red line).
—
Oil temperature is indicated by a gage located on the left switch and
control panel. The
gage is
operated by
an electrical-resistance
type
temperature sensor which receives power from the airplane electrical
system. Oil temperature limitations are the normal operating range (green
—
arc) which is 100°F (38°C) to 245°F (118°C), and the maximum (red line)
which is 245°F(118°C).
The engine-driven mechanical tachometer is located near the upper
center portion of the instrument panel. The instrument is calibrated in
increments of 100 RPM and indicates both engine and propeller speed. An
hour meter below the center of the tachometer dial records elapsed engine
time in hours and tenths. Instrument markings include a normal operating
range (green arc) of 1900 to 2550 RPM, and a maximum (red line) of 2550
RPM. The upper end of the green arc is "stepped" to indicate approximate
RPM for 75% engine power at sea level (2350 RPM), at 4000 feet (2450 RPM),
and at 8000 feet (2550 RPM).
An economy mixture (EGT) indicator is available for the airplane and
is located on the right side of the instrument panel. A thermocouple probe
in the muffler tailpipe measures exhaust gas temperature and transmits it
to the indicator. The indicator serves as a visual aid to the pilot in adjusting
cruise mixture. Exhaust gas temperature varies with fuel-to-air ratio,
power, and RPM. However, the difference between the peak EGT and the
EGT at the cruise mixture setting is essentially constant and this provides
a useful leaning aid. The indicator is equipped with a manually positioned
reference pointer.
7-16
For Flight Training Reference Only
1 July 1979
—.
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full
range of use. It is, however, suggested that cruising be accomplished at a
minimum of 75% power until a total of 25 hours has accumulated or oil
consumption has stabilized. This will ensure proper seating of the rings.
The airplane is delivered from the factory with corrosion preventive
oil in the engine. If, during the first 25 hours, oil must be added, use only
aviation grade straight mineral oil conforming to Specification No. MILL-6082.
ENGINE OIL SYSTEM
Oil for engine lubrication is supplied from a sump on the bottom of the
engine. The capacity of the engine sump is six quarts (one additional quart
is required if a full flow oil filter is installed). Oil is drawn from the sump
through an oil suction strainer screen into the engine-driven oil pump.
From the pump, oil is routed directly to the oil cooler and returns to the
engine where it passes through the pressure screen, if the engine does not
incorporate a full flow oil filter. If the engine is equipped with a full flow oil
filter, oil passes from the pump to a thermostatically controlled bypass
valve. If the oil is cold, the bypass valve allows the oil to bypass the oil
cooler and flow directly to the filter. If the oil is hot, the bypass valve routes
the oil from the accessory case forward through a flexible hose to the
engine oil cooler mounted on the left forward side of the engine. Returning
to the accessory case, the oil passes through the filter. The filtered oil then
enters a pressure relief valve which regulates engine oil pressure by
allowing excessive oil to return to the sump, while the balance of the
pressure oil is circulated to various engine parts for lubrication. Residual
oil returns to the sump by gravity flow.
An oil filler cap/oil dipstick is located at the rear of the engine on the
right side. The filler cap/dipstick is accessible through an access door in
the engine cowling. The engine should not be operated on less than four
quarts of oil. To minimize loss of oil through the breather, fill to five quarts
for normal flights of less than three hours. For extended flight, fill to six
quarts (dipstick indication only). For engine oil grade and specifications,
refer to Section 8 of this handbook.
An oil quick-drain valve is available to replace the drain plug in the oil
sump drain port, and provides quicker, cleaner draining of the engine oil.
To drain the oil with this valve installed, slip a hose over the end of the
valve and push upward on the end of the valve until it snaps into the open
position. Spring clips will hold the valve open. After draining, use a
suitable tool to snap the valve into the extended (closed) position and
remove the drain hose.
1 July 1979
7-17
For Flight Training Reference Only
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
IGNITION-STARTER SYSTEM
Engine ignition is provided by two engine-driven magnetos, and two
spark plugs in each cylinder. The right magneto fires the lower right and
the upper left spark plugs, and the left magneto fires the lower left and
upper right spark plugs. Normal operation is conducted with both magne
tos due to the more complete burning of the fuel-air mixture with dual
ignition.
Ignition and starter operation is controlled by a rotary type switch
located on the left switch and control panel. The switch is labeled clock
wise, OFF, R, L, BOTH, and START. The engine should be operated on both
magnetos (BOTH position) except for magneto checks. The R and L
positions are for checking purposes and emergency use only. When the
switch is rotated to the spring-loaded START position, (with the master
switch in the ON position), the starter contactor is energized and the
starter will crank the engine. When the switch is released, it will automati
cally return to the BOTH position.
AIR INDUCTION SYSTEM
H
The engine air induction system receives ram air through an intake in
the lower portion of the engine cowling. The intake is covered by an air
filter which removes dust and other foreign matter from the induction air.
Airflow passing through the filter enters an airbox. After passing through
the airbox, induction air enters the inlet in the carburetor which is under
the engine, and is then ducted to the engine cylinders through intake
manifold tubes. In the event carburetor ice is encountered or the intake
filter becomes blocked, alternate heated air can be obtained from a shroud
around an exhaust riser through a duct to a valve, in the airbox, operated
by the carburetor heat control on the instrument panel. Heated air from the
shroud is obtained from an unfiltered outside source. Use of full carburetor
heat at full throttle will result in a loss of approximately 150 RPM.
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through riser assemblies to a
muffler
and tailpipe on the underside of the engine.
The muffler is
constructed with a shroud around the outside which forms a heating
chamber for carburetor heat and cabin heater air.
CARBURETOR AND PRIMING SYSTEM
n
The engine is equipped with an up-draft, float-type, fixed jet carburetor
mounted on the bottom of the engine. The carburetor is equipped with an
enclosed accelerator pump, an idle cut-off mechanism, and a manual
mixture control. Fuel is delivered to the carburetor by gravity flow from
7-18
1 July 1979
For Flight Training Reference Only
"
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
the fuel system. In the carburetor, fuel is atomized, proportionally mixed
with intake air, and delivered to the cylinders through intake manifold
tubes. The proportion of atomized fuel to air is controlled, within limits, by
the mixture control on the instrument panel.
For starting, the engine is equipped with a manual priming system.
The primer is actually a small pump which draws fuel from the fuel
strainer when the plunger is pulled out, and injects it into the cylinder
intake ports when the plunger is pushed back in. The plunger knob, on the
instrument panel, is equipped with a lock and, after being pushed full in,
must be rotated either left or right until the knob cannot be pulled out.
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the
front of the engine cowling. The cooling air is directed around the cylinders
and other areas of the engine by baffling, and is then exhausted through an
opening at the bottom aft edge of the cowling. No manual cooling system
control is provided.
A winterization kit is available for the airplane. Details of this kit are
presented in Section 9, Supplements.
PROPELLER
The airplane is equipped with a two-bladed, fixed-pitch, one-piece
forged aluminum alloy propeller which is anodized to retard corrosion.
The propeller is 69 inches in diameter.
FUEL SYSTEM
The airplane may be equipped with either a standard fuel system or
long range system (see figure 7-6). Both systems consist of two vented fuel
tanks (one in each wing), a fuel shutoff valve, fuel strainer, manual primer,
and carburetor. Refer to figure 7-5 for fuel quantity data for both systems.
Fuel flows by gravity from the two wing tanks to a fuel shutoff valve.
With the valve in the ON position, fuel flows through a strainer to the
carburetor. From the carburetor, mixed fuel and air flows to the cylinders
through intake manifold tubes. The manual primer draws its fuel from the
fuel strainer and injects it into the cylinder intake ports.
Fuel system venting is essential to system operation. Blockage of the
venting system will result in a decreasing fuel flow and eventual engine
stoppage. Venting is accomplished by an interconnecting line from the
right fuel tank to the left tank. The left tank is vented overboard through a
vent line which is equipped with a check valve, and protrudes from the
1 July 1979
7-19
For Flight Training Reference Only
"
CESSNA
SECTION 7
MODEL 152
AIRPLANE & SYSTEMS DESCRIPTIONS
FUEL QUANTITY DATA (U. S. GALLONS)
TOTAL
USABLE FUEL
TANKS
ALL FLIGHT
CONDITIONS
STANDARD
(13 Gal. Each)
LONG RANGE
(19.5 Gal. Each)
TOTAL
TOTAL
UNUSABLE
FUEL
FUEL
VOLUME
24.5
1.5
26.0
37.5
1.5
39.0
Figure 7-5.
"
Fuel Quantity Data
bottom surface of the left wing near the wing strut attach point. The right
fuel tank filler cap is also vented.
Fuel quantity is measured by two float-type fuel quantity transmitters
(one in each tank) and indicated by two electrically-operated fuel quantity
indicators on the lower left portion of the instrument panel. An empty tank
is indicated by a red line and the letter E. When an indicator shows an
empty tank, approximately .75 gallon remains in either a standard or long
range tank as unusable fuel. The indicators cannot be relied upon for
accurate readings during skids, slips, or unusual attitudes.
The amount of unusable fuel is relatively small due to the dual outlets
at each tank. The maximum unusable fuel quantity, as determined from the
~
most critical flight condition, is about 1.5 gallons total. This quantity was
not exceeded by any other reasonable flight condition, including pro
longed 30 second full-rudder sideslips in the landing configuration.
Takeoff s have not been demonstrated with less than 2 gallons total fuel (1
gallon per tank).
The fuel system is equipped with drain valves to provide a means for
the examination of fuel in the system for contamination and grade. The
system should be examined before the first flight of every day and after
each refueling, by using the sampler cup provided to drain fuel from the
wing tank sumps, and by utilizing the fuel strainer drain under an access
■ panel on the right side of the engine cowling. The fuel tanks should be filled
after each flight to prevent condensation.
When the airplane is equipped with long range tanks, it may be
serviced to a reduced fuel capacity to permit heavier cabin loadings. This
is accomplished by filling each tank to the bottom of the indicator on the
fuel filler neck. When filled to this level, the tank contains 13 gallons (12.25
'
usable in all flight conditions).
1 July 1979
7-20
For Flight Training Reference Only
"
CESSNA
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
FUEL QUANTITY INDICATORS
FUEL
FUEL
QUANTITY
QUANTITY
TRANSMITTER
TRANSMITTER
TO ENGINE
CONDITION:
SYSTEM SHOWN WITH
FUELSHUTOFF VALVE
IN ON POSITION
CODE
LZZ]
FUEL SUPPLY
LZZD
VENT
TO ENGINE
MECHANICAL
LINKAGE
Due to crossfeeding between fuel
"*—
ELECTRICAL
tanks, the tanks should be re-
CONNECTION
topped after each refueling to
Figure 7-6.
assure maximum capacity-
Fuel System (Standard and Long Range)
1 July 1979
7-21
For Flight Training Reference Only
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each
main landing gearwheel. Each brake is connected, by a hydraulic line, to a
master cylinder attached to each of the pilot's rudder pedals. The brakes
are operated by applying pressure to the top of either the left (pilot's) or
right (copilot's) set of rudder pedals, which are interconnected. When the
airplane is parked, both main wheel brakes may be set by utilizing the
parking brake which is operated by a knob on the lower left side of the
instrument panel.
For maximum brake life, keep the brake system properly maintained,
and minimize brake usage during taxi operations and landings.
Some
of the
symptoms
of impending brake failure
are:
gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive travel and weak braking
action. If any of these symptoms appear, the brake system is in need of
immediate attention. If, during taxi or landing roll, braking action de
creases, let up on the pedals and then re-apply the brakes with heavy
pressure. If the brakes become spongy or pedal travel increases, pumping
the pedals should build braking pressure. If one brake becomes weak or
fails,
use the other brake sparingly while using opposite rudder, as
required, to offset the good brake.
~
ELECTRICAL SYSTEM
The airplane is
equipped with a 28-volt, direct-current electrical
system (see figure 7-7). This system uses a 24-volt battery mounted on the
right forward side of the firewall as the source of electrical energy and a
belt-driven 60-amp alternator to maintain the battery's state of charge.
Power is supplied to a bus bar, and a master switch controls this power to
all circuits, except the engine ignition system, clock, and flight hour
recorder (if installed). The flight hour recorder receives power through
activation of an oil pressure switch whenever the engine is operating, and
the clock is supplied with current at all times. All avionics equipment
should be turned off prior to starting the engine or using an external power
source to prevent harmful transient voltages from damaging the transis
—
tors in this equipment.
MASTER SWITCH
The master switch is a split-rocker type switch labeled MASTER, and
is ON in the up position and OFF in the down position. The right half of the
switch, labeled BAT, controls all electrical power to the airplane. The left
half, labeled ALT, controls the alternator.
7-22
1 July 1979
For Flight Training Reference Only
_
CESSNA
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
LOW-VOLTAGE
WARNING LIGHT
TO FUEL QUANTITY INDICATORS
TO FLASHING BEACON
TO PITOT HEAT
rt
I
—
ALTERNATOR
TO DIGITAL CLOCK
CONTROL
UNIT
TO STROBE LIGHTS
TO CIGAR LIGHTER (WITH FUSE
AND CIRCUIT BREAKER)
ALTERNATOR
FIELD
CIRCUIT
TO LANDING AND TAXI LIGHTS
BREAKER
TO STROBE LTS.
TO IGNITION SWITCH
CIRCUIT BREAKER
(DIGITAL CLOCK ONLY) i|
TO WING FLAP SYSTEM
— TO RED DOORPOST MAPLIGHT
— TO LOW-VOLTAGE WARNING LIGHT
OIL PRESSURE
SWITCH
TO INSTRUMENT, RADIO, COMPASS
AND POST LIGHTS
— TO OIL TEMPERATURE GAGE
FLIGHT HOUR
— TO TURN COORDINATOR
RECORDER
— TO WHITE DOORPOST MAPLIGHT
-TO AUDIO MUTING RELAY
— TO CONTROL WHEEL MAP LIGHT
— TO NAVIGATION LIGHTS
— TO DOME LIGHT
CIRCUIT BREAKER (AUTO-RESET)
TO RADIO OR TRANSPONDER
AND ENCODING ALTIMETER
CIRCUIT BREAKER [PUSH-TO-RESET)
-})-
CAPACITOR INOISE FILTER)
FUSE -|4« DIODE JVW RESISTOR
CIRCUIT BREAKER
(PULL-OFF, PUSH-TO-RESET)
Figure 7-7.
Electrical System
7-23
1 July 1979
For Flight Training Reference Only
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
Normally, both sides of the master switch should be used simultane
ously; however, the BAT side of the switch could be turned ON separately
to check equipment while on the ground. The ALT side of the switch, when
placed in the OFF position, removes the alternator from the electrical
system. With this switch in the OFF position, the entire electrical load is
placed on the battery. Continued operation with the alternator switch in the
OFF position will reduce battery power low enough to open the battery
contactor, remove power from the alternator field, and prevent alternator
restart.
n
AMMETER
The ammeter, located on the upper right side of the instrument panel,
indicates the amount of current, in amperes, from the alternator to the
battery or from the battery to the airplane electrical system. When the
engine is operating and the master switch is turned on, the ammeter
indicates
the
charging rate
applied to
the
battery.
In the event the
alternator is not functioning or the electrical load exceeds the output of the
alternator, the ammeter indicates the battery discharge rate.
ALTERNATOR CONTROL UNIT AND LOW-VOLTAGE WARNING
LIGHT
n
The airplane is equipped with a combination alternator regulator
high-low voltage control unit mounted on the engine side of the firewall
and a red warning light, labeled LOW VOLTAGE, under the ammeter on the
instrument panel.
In the event an over-voltage condition occurs, the alternator control
unit automatically removes alternator field current which shuts down the
alternator. The battery will then supply system current as shown by a
discharge rate on the ammeter. Under these conditions, depending on
electrical system load, the low-voltage warning light will illuminate when
system voltage drops below normal. The alternator control unit may be
reset by turning the master switch off and back on again. If the warning
light
does
not illuminate,
normal
alternator
charging has
resumed;
however, if the light does illuminate again, a malfunction has occurred,
and the flight should be terminated as soon as practicable.
NOTE
Illumination of the low-voltage light and ammeter dis
charge indications may occur during low RPM conditions
with an electrical load on the system, such as during a low
RPM taxi. Under these conditions, the light will go out at
higher RPM. The master switch need not be recycled since
an over-voltage condition has not occurred to de-activate
7-24
1 July 1979
For Flight Training Reference Only
"
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
the alternator system.
The warning light may be tested by turning on the landing lights and
momentarily turning off the ALT portion of the master switch while
leaving the BAT portion turned on.
CIRCUIT BREAKERS AND FUSES
Most of the electrical circuits in the airplane are protected by "push-toreset" type circuit breakers mounted under the engine controls on the
instrument panel. However, alternator output is protected by a "pull-off"
type circuit breaker. The cigar lighter is equipped with a manually-reset
type circuit breaker located on the back of the lighter and a fuse behind the
instrument panel. The control wheel map light (if installed) is protected by
the NAV/DOME circuit breaker, and a fuse behind the instrument panel.
Electrical circuits which are not protected by circuit breakers are the
battery contactor closing (external power) circuit, clock circuit, and flight
hour recorder circuit. These circuits are protected by fuses mounted
adjacent to the battery.
GROUND SERVICE PLUG RECEPTACLE
A ground service plug receptacle may be installed to permit the use of
an external power source for cold weather starting and during lengthy
maintenance work on the electrical and electronic equipment. Details of
the ground service plug receptacle are presented in Section 9, Supple
ments.
LIGHTING SYSTEMS
EXTERIOR LIGHTING
Conventional navigation lights are located on the wing tips and top of
the rudder. Additional lighting is available and includes a single or dual
landing/taxi light mounted in the cowling nose cap, a flashing beacon
located on top of the vertical fin, and a strobe light installed on each wing
tip. Details of the strobe light system are presented in Section 9, Supple
ments.
All exterior lights are controlled by rocker switches on the left switch
and control panel. The switches are ON in the up position and OFF in the
down position.
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in the
atmosphere, particularly at night, can produce vertigo and loss of orienta
tion.
1 July 1979
7-25
For Flight Training Reference Only
■
SECTION 7
CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
INTERIOR LIGHTING
Instrument and control panel lighting is provided by flood lighting,
integral lighting, and post lighting (if installed). Two concentric rheostat
control knobs on the left switch and control panel, labeled PANEL LT and
RADIO LT, control intensity of the instrument and control panel lighting.
A slide-type switch (if installed) on the overhead console, labeled PANEL
LIGHTS, is used to select flood lighting in the FLOOD position, post
lighting in the POST position, or a combination of post and flood lighting
in the BOTH position.
Instrument and control panel flood lighting consists of a single red
flood light in the forward part of the overhead console. To use the flood
lighting, rotate the PANEL LT rheostat control knob clockwise to the
desired intensity.
The instrument panel may be equipped with post lights which are
mounted at the edge of each instrument and provide direct lighting. The
lights are operated by placing the PANEL LIGHTS selector switch, located
in the overhead console, in the POST position and adjusting light intensity
with the PANEL LT rheostat control knob. By placing the PANEL LIGHTS
selector switch in the BOTH position, the post lights can be used in
combination with the standard flood lighting.
The engine instrument cluster (if post lighting is installed), radio
equipment, and magnetic compass have integral lighting and operate
independently of post or flood lighting. Light intensity of the radio lighting
is controlled by the RADIO LT rheostat control knob. The integral compass
and engine instrument cluster light intensity is controlled by the PANEL
LT rheostat control knob.
A cabin dome light, in the overhead console, is operated by a switch on
the left switch and control panel. To turn the light on, move the switch to
the ON position.
A control wheel map light is available and is mounted on the bottom of
the pilot's control wheel. The light illuminates the lower portion of the
cabin just forward of the pilot and is helpful when checking maps and other
flight data during night operations. To operate the light, first turn on the
NAV LT switch; then adjust the map light's intensity with the rheostat
control knob located at the bottom of the control wheel.
A doorpost map light is available, and is located on the left forward
doorpost. It contains both red and white bulbs and may be positioned to
illuminate any area desired by the pilot. The light is controlled by a switch,
above the light, which is labeled RED, OFF, and WHITE. Placing the switch
in the top position will provide a red light. In the bottom position, standard
7-26
1 July 1979
For Flight Training Reference Only
~
CESSNA
SECTION 7
MODEL 152
AIRPLANE & SYSTEMS DESCRIPTIONS
white lighting is provided. In the center position, the map light is turned
off. Light intensity of the red light is controlled by the PANEL LT rheostat
control knob.
The most probable cause of a light failure is a burned out bulb;
however, in the event any of the lighting systems fail to illuminate when
turned on, check the appropriate circuit breaker. If the circuit breaker has
opened (white button popped out), and there is no obvious indication of a
short circuit (smoke or odor), turn off the light switch of the affected lights,
reset the breaker, and turn the switch on again. If the breaker opens again,
do not reset it.
CABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM
The temperature and volume of airflow into the cabin can be regulated
by manipulation of the push-pull CABIN HT and CABIN AIR control
knobs (see figure 7-8).
Heated fresh air and outside air are blended in a cabin manifold just aft
of the firewall by adjustment of the heat and air controls; this air is then
vented into the cabin from outlets in the cabin manifold near the pilot's and
passenger's feet. Windshield defrost air is also supplied by a duct leading
from the manifold to a pair of outlets below the windshield.
For cabin ventilation, pull the CABIN AIR knob out. To raise the air
temperature, pull the CABIN HT knob out approximately 1/4 to 1/2 inch
for a small amount of cabin heat. Additional heat is available by pulling
the knob out farther; maximum heat is available with the CABIN HT knob
pulled out and the CABIN AIR knob pushed full in. When no heat is desired
in the cabin, the CABIN HT knob is pushed full in.
Additional ventilation air may be obtained by opening the adjustable
ventilators near the upper left and right corners of the windshield.
PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed
indicator and static pressure to the airspeed indicator, vertical speed
indicator and altimeter. The system is composed of either an unheated or
heated pitot tube mounted on the lower surface of the left wing, an external
static port on the lower left side of the forward fuselage, and the associated
plumbing necessary to connect the instruments to the sources.
1 July 1979
7-27
For Flight Training Reference Only
P
CESSNA
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
H
n
0
n
DEFROSTER
OUTLETS
0
n
CODE
0
RAM AIR FLOW
VENTILATING AIR
HEATED AIR
BLENDED AIR
—
Figure 7-8.
MECHANICAL
CONNECTION
-
Cabin Heating, Ventilating, and Defrosting System
1 July 1979
7-28
For Flight Training Reference Only
r
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
The heated pitot system consists of a heating element in the pitot tube,
a rocker-type switch labeled PITOT HT on the left switch and control panel,
a 15-amp circuit breaker under the engine controls on the instrument
panel, and associated wiring. When the pitot heat switch is turned on, the
element in the pitot tube is heated electrically to maintain proper opera
tion in possible icing conditions. Pitot heat
_
should be used only as
required.
AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour.
Limitation and range markings (in KIAS) include the white arc (35 to 85
knots), green arc (40 to 111 knots), yellow arc (111 to 149 knots), and a red
line (149 knots).
If a true airspeed indicator is installed, it is equipped with a rotatable
ring which works in conjunction with the airspeed indicator dial in a
manner similar to the operation of a flight computer. To operate the
indicator, first rotate the ring until pressure altitude is aligned with
outside air temperature in degrees Fahrenheit. Pressure altitude should
not be confused with indicated altitude. To obtain pressure altitude,
momentarily set the barometric scale on the altimeter to 29.92 and read
pressure altitude on the altimeter. Be sure to return the altimeter baromet
ric scale to the original barometric setting after pressure altitude has been
obtained. Having set the ring to correct for altitude and temperature, read
the true airspeed shown on the rotatable ring by the indicator pointer. For
best accuracy, the indicated airspeed should be corrected to calibrated
airspeed by referring to the Airspeed Calibration chart in Section 5.
Knowing the calibrated airspeed, read true airspeed on the ring opposite
the calibrated airspeed.
VERTICAL SPEED INDICATOR
The vertical speed indicator depicts airplane rate of climb or descent in
feet per minute. The pointer is actuated by atmospheric pressure changes
resulting from changes of altitude as supplied by the static source.
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob
near the lower left portion of the indicator provides adjustment of the
instrument's barometric scale to the current altimeter setting.
VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7-9) is available and
1 July 1979
7-29
For Flight Training Reference Only
"
CESSNA
SECTION 7
_
MODEL 152
AIRPLANE & SYSTEMS DESCRIPTIONS
OVERBOARD
VENT LINE
n
VACUUM
n
PUMP
VACUUM SYSTEM
AIR FILTER
aooo
o o o
0
O
o
o
•*:
o
0
o
o
o
VACUUM RELIEF VALVE
0
o
o
o
o
n
n
n
DIRECTIONAL
INDICATOR
CODE
INLET AIR
VACUUM
DISCHARGE AIR
Figure 7-9.
Vacuum System
1 July 1979
7-30
For Flight Training Reference Only
n
CESSNA
MODEL 152
provides the
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
suction necessary to
operate the
attitude
indicator and
directional indicator. The system consists of a vacuum pump mounted on
the engine, a vacuum relief valve and vacuum system air filter on the aft
side of the firewall below the instrument panel, and instruments (including
a suction gage) on the left side of the instrument panel.
ATTITUDE INDICATOR
An attitude indicator is available and gives a visual indication of flight
attitude. Bank attitude is presented by a pointer at the top of the indicator
relative to the bank scale which has index marks at 10°, 20°, 30°, 60°, and 90°
either side of the center mark. Pitch and roll attitudes are presented by a
miniature airplane superimposed over a symbolic horizon area divided
into two sections by a white horizon bar. The upper "blue sky" area and the
lower "ground" area have arbitrary pitch reference lines useful for pitch
attitude control. A knob at the bottom of the instrument is provided for
inflight adjustment of the miniature airplane to the horizon bar for a more
accurate flight attitude indication.
DIRECTIONAL INDICATOR
A directional indicator is available and displays airplane heading on a
compass card in relation to a fixed simulated airplane image and index.
The directional indicator will precess slightly over a period of time.
Therefore, the compass card should be set in accordance with the magnetic
compass just prior to takeoff, and occasionally re-adjusted on extended
flights. A knob on the lower left edge of the instrument is used to adjust the
compass card to correct for any precession.
SUCTION GAGE
A suction gage is located on the left side of the instrument panel when
the airplane is equipped with a vacuum system. Suction available for
operation of the attitude indicator and directional indicator is shown by
this gage, which is calibrated in inches of mercury. The desired suction
range is 4.5 to 5.4 inches of mercury. A suction reading below this range
may indicate a system malfunction or improper adjustment, and in this
case, the indicators should not be considered reliable.
STALL WARNING SYSTEM
The airplane is equipped with a pneumatic-type stall warning system
consisting of an inlet in the leading edge of the left wing, an air-operated
horn near the upper left corner of the windshield, and associated plumbing.
As the airplane approaches a stall, the lowpressure on the upper surface of
the wings moves forward around the leading edge of the wings. This low
1 July 1979
For Flight Training Reference Only
7-31
"
SECTION 7
CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS
_
MODEL 152
pressure creates a differential pressure in the stall warning system which
draws air through the warning horn, resulting in an audible warning at 5 to
10 knots above stall in all flight conditions.
The stall warning system should be checked during the preflight
inspection by placing a clean handkerchief over the vent opening and
applying suction. A sound from the warning horn will confirm that the
system is operative.
AVIONICS SUPPORT EQUIPMENT
If the airplane is equipped with avionics, various avionics support
equipment may also be installed. Equipment available includes two types
of audio control panels, microphone-headset installations and control
surface static dischargers. The following paragraphs discuss these items.
Description and operation of radio equipment is covered in Section 9 of
this handbook.
AUDIO CONTROL PANEL
Two types of audio control panels (see figure 7-10) are available for
this airplane, depending upon whether the avionics package includes a
marker beacon receiver. The operational features of both audio control
panels are similar and are discussed in the following paragraphs.
TRANSMITTER SELECTOR SWITCH
_
When the avionics package includes two transmitters, a two-position
toggle-type switch, labeled TRANS SELECT or XMTR (depending upon
which audio control panel is installed), is provided to switch the micro
phone to the transmitter the pilot desires to use. The numbers 1 (up
position) and 2 (down position) correspond to the first and second (from top
to bottom) transmitters, respectively.
The action of selecting a particular transmitter using the transmitter
selector switch simultaneously selects the audio amplifier associated with
that transmitter to provide speaker audio. For example, if the number one
transmitter is selected, the audio amplifier in the number one NAV/COM
is also selected and is used for ALL speaker audio. In the event the audio
amplifier in use fails, as evidenced by loss of all speaker audio, selecting
the other transmitter will reestablish speaker audio using the other
transmitter audio amplifier.
amplifier operation.
Headset
audio
is
not affected by audio
7-32
1 July 1979
For Flight Training Reference Only
SECTION 7
CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
USED WITHOUT MARKER BEACON
SIDETONE
SPEAKER.
NAV/COM
1
2
ADF
(5) OFF
J
zTRANSMITTER
AUDIO SELECTOR
SWITCHES
SELECTOR
SWITCH
I
AUDIO SELECTOR
SPEAKER
SWITCH
SIDETONE
VOLUME
CONTROL
USED WITH MARKER BEACON
COM BOTH
AUDIOSELECTOR
HEADSET SIDETONE
INTERNAL ADJUSTMENT
SWITCH
ACCESS
SPEAKER SIDETONE
■INTERNAL
ADJUSTMENT ACCESS
ANN
XMTR
TRANSMITTER-
COM AUTO-1
SELECTOR
SWITCH
AUDIOSELECTOR
SWITCH
AUDIOSELECTOR'
SWITCHES
LTS
ANNUNCIATOR
LIGHTS
BRIGHTNESS
AND TEST
SWITCH
Figure 7-10. Audio Control Panel
1 July 1979
For Flight Training Reference Only
7-33
"
SECTION 7
CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL 152
AUDIO SELECTOR SWITCHES
Both audio control panels (see figure 7-10) incorporate three-position
toggle-type audio selector switches for individual control of the audio
from systems installed in the airplane. These switches allow receiver
audio to be directed to the airplane speaker or to a headset, and heard
singly or in combination with other receivers. To hear a particular
receiver on the airplane speaker, place that receiver's audio selector
switch in the up (SPEAKER) position. To listen to a receiver over the
headset, place that receiver's audio selector switch in the down (PHONE)
position. The center (OFF) position turns off all audio from the associated
receiver.
NOTE
Volume level is adjusted using the individual receiver
volume controls on each radio.
When a marker beacon receiver is not installed, audio from both NAV
and COM frequencies is combined, and is selected by the audio selector
n
n
n
switches labeled NAV/COM, 1 and 2.
A special feature of the audio control panel used with a marker beacon
receiver is separate control of NAV and COM audio from the NAV/COM
radios. With this installation, the audio selector switches labeled NAV, 1
and 2 select audio from the navigation receivers of the NAV/ COM radios
only. Communication receiver audio is selected by the switches labeled
COM, AUTO and BOTH. Description and operation of these switches is
described in later paragraphs.
'
COM AUTO AUDIO SELECTOR SWITCH
If the airplane is equipped with an audio control panel having marker
beacon controls, a three-position toggle switch, labeled COM AUTO, is
provided to automatically match the audio of the appropriate NAV/COM
communications receiver to the transmitter selected by the transmitter
selector switch. When the COM AUTO selector switch is placed in the up
(SPEAKER) position, audio from the communications receiver selected by
the transmitter selector switch will be heard on the airplane speaker.
Switching the transmitter selector switch to the other transmitter auto
matically switches the other communications receiver audio to the
speaker. This automatic audio switching feature may also be utilized when
7-34
1 July 1979
For Flight Training Reference Only
"
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
listening on a headset by placing the COM AUTO switch in the down
(PHONE) position. If automatic audio selection is not desired, the COM
AUTO selector switch should be placed in the center (OFF) position.
COM BOTH AUDIO SELECTOR SWITCH
If the airplane is equipped with an audio control panel having marker
beacon controls, a three-position toggle switch, labeled COM BOTH, is
provided to allow both COM receivers to be monitored at the same time. For
example, if the COM AUTO switch is in the SPEAKER position, with the
transmitter selector switch in the number one transmitter position,
number one communications receiver audio will be heard on the airplane
speaker. If it is also desired to monitor the number two communications
receiver audio without changing the position of the transmitter selector
switch, place the COM BOTH selector switch in the up (SPEAKER)
position so that the number two communications receiver audio will be
heard in addition to the number one communications receiver audio. This
feature can also be used when listening on a headset by placing the COM
BOTH audio selector switch in the down (PHONE) position.
NOTE
The combination of placing the COM AUTO switch in the
SPEAKER position and the COM BOTH switch in the
PHONE position (or vice versa) is not normally recom-
'
mended as it will cause audio from both communications
receivers (and any other navigation receiver with its audio
selector switch in the PHONE position) to be heard on both
the airplane speaker and the headset simultaneously.
ANNUNCIATOR LIGHTS BRIGHTNESS AND TEST SWITCH
When a marker beacon receiver is installed, the audio control panel
includes a three-position toggle-type switch to control the brightness level
of the marker beacon indicator lights. When the switch is placed in the
center (DAY) position, the indicator lights will show full bright. When this
switch is placed in the up (NITE) position, the lights are set to a reduced
level for typical night operations and can be further adjusted using the
RADIO LT dimming rheostat knob. The down (TEST) position illuminates
all lamps
(except the ARC light in the NAV indicators) which are
controlled by the switch to the full bright level to verify lamp operation.
SIDETONE OPERATION
Cessna radios are equipped with sidetone capability (monitoring of
the operator's own voice transmission). While adjusting sidetone on either
audio control panel, be aware that if the sidetone volume level is set too
high, audio feedback (squeal) may result when transmitting.
1 July 1979
For Flight Training Reference Only
7-35
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 152
On airplanes not equipped with marker beacon receivers, a control for
speaker sidetone volume only is provided on the audio control panel. To
adjust the level of the sidetone heard on the speaker, rotate the knob,
labeled SIDETONE VOL, clockwise to increase volume or counterclock
wise to decrease it. Sidetone provided through the headset is not adjustable
by the pilot on audio control panels without marker beacon.
On airplanes with marker beacon receivers, sidetone is provided in
both the speaker and headset anytime the COM AUTO selector switch is
utilized. Placing the COM AUTO selector switch in the OFF position will
eliminate sidetone. Sidetone internal adjustments are available to the pilot
through the front of the audio control panel (see figure 7-10). Adjustment
can be made by removing the appropriate plug-button from the audio
control panel (left button for headset adjustment and right button for
speaker adjustment), inserting a small screwdriver into the adjustment
potentiometer and rotating it clockwise to increase the sidetone volume
level.
MICROPHONE-HEADSET INSTALLATIONS
Three
types
of microphone-headset installations
are offered. The
standard system provided with avionics equipment includes a hand-held
microphone and separate headset. The keying switch for this microphone
is on the microphone. Two optional microphone-headset installations are
also available; these feature a single-unit microphone-headset combina
tion which permits the pilot to conduct radio communications without
interrupting other control operations to handle a hand-held microphone.
One microphone-headset combination is offered without a padded headset
and the other version has a padded headset. The microphone-headset
combinations utilize a remote keying switch located on the left grip of the
pilot's control wheel. The microphone and headset jacks are located on the
pedestal below the
instrument
panel.
Audio to all three headsets is
controlled by the individual audio selector switches and adjusted for
volume level by using the selected receiver volume controls.
NOTE
When transmitting, the pilot should key the microphone,
place the microphone as close as possible to the lips and
speak directly into it.
n
STATIC DISCHARGERS
If frequent IFR flights are planned, installation of wick-type static
dischargers is recommended to improve radio communications during
flight through dust or various forms of precipitation (rain, snow or ice
7-36
1 July 1979
For Flight Training Reference Only
—
CESSNA
MODEL 152
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
crystals). Under these conditions, the build-up and discharge of static
electricity from the trailing edges of the wings, rudder, elevator, propeller
tips, and radio antennas can result in loss of usable radio signals on all
communications and navigation radio equipment. Usually the ADF is first
to be affected and VHF communication equipment is the last to be affected.
Installation of static dischargers reduces interference from precipita
tion static, but it is possible to encounter severe precipitation static
conditions which might cause the loss of radio signals, even with static
dischargers installed. Whenever possible, avoid known severe precipita
tion areas to prevent loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio
signals while in these areas.
1 July 1979
7-37/(7-38 blank)
For Flight Training Reference Only